July 23, 2025 - No. 30 In This Issue : AINsight: Will Secondary Doors Be a Flying Jail Cell? : EASA and IATA Target 220% Spike in GPS Interference : Cessna Skyhawk Soars With Enhanced Efficiency: Solid-State Dual Electronic Ignition System Introduced to the Industry-leading Piston : “This Is a Game-Changer”: Historic Boeing 787 Completes First 100% Sustainable Fuel Transatlantic Flight, Revolutionizing Air Travel : Airbus Mandates A380 Slat Inspections Following Emirates Incident at Nice Airport : Non-operators of F-35 interested in hosting local maintenance for jet: Lockheed exec : Stranded An-124 Rejoins Antonov Fleet at Leipzig : Engineers turn to quantum tech to replace GPS in flight navigation : Lightning Strike Forcibly Separates Fuselage Of American Airlines 787 : Connecticut's aerospace industry takes off with new jobs, growth and investment : Full Photo of New Chinese Ekranoplan Breaks Cover : Textron service center celebrates 55 years AINsight: Will Secondary Doors Be a Flying Jail Cell? Flight deck security continues to be an issue and doesn’t seem to acknowledge safety concerns By Matt Thurber • Editor-in-Chief June 27, 2025 We’ve now had two situations where locked cockpit doors have either resulted in an accident or nearly allowed an accident to happen. And new requirements will see even more complex, secondary doors that could feature in future screw-ups. The only way to fix this is to put the bathroom inside the flight deck and cut slots in the doors so flight attendants can shovel food in for the pilots. Wait a minute—now we’re talking about a flying jail cell. This issue is coming to the fore not just because of the Germanwings accident on March 24, 2015, where the first officer locked the captain out of the flight deck and then crashed the airplane, killing all 150 on board. Nor is it because of the Feb. 17, 2024, Lufthansa Airbus A321 incident where the pilot left the flight deck to go to the bathroom and the first officer lost consciousness for 10 minutes. In that incident, the captain was unable to open the door, because of various complicated design features that are intended to keep ill-intended people from breaching the flight deck. The door didn’t open until the first officer regained consciousness and released a switch to allow the captain access. This issue is top of mind now because the Air Line Pilots Association is upset that the airlines’ trade association, Airlines for America (A4A), petitioned the FAA to impose a two-year delay on implementation of the new regulations required by Section 336 of the FAA Reauthorization Act of 2018. That legislation mandated installation of secondary flight deck barriers on U.S. airliners. In the reauthorization, the Saracini Aviation Safety Act, named after one of the pilots in a hijacked airplane that terrorists crashed into the South Tower of the World Trade Center on 9/11, called for the FAA to empanel a rulemaking committee, then issue a final rule mandating installation of secondary barriers on new and existing airliners. ALPA president Jason Ambrosi issued this statement about the FAA’s delay: “ALPA has long advocated for installed secondary flight deck barriers and was proud to lead the charge to enact legislation implementing this critical security enhancement. The airlines have had two years to implement these requirements, yet they are now requesting an extension for the same time granted to them by the final rule. We urge the FAA to reject this latest stalling tactic and implement, without delay, the secondary barrier requirement as Congress mandated.” According to the petition, “Airlines for America requests relief for its members to operate aircraft worldwide without flight crew deploying an installed physical secondary barrier (IPSB) in accordance with [FAR] 121.313(l), 121.401(a), and 121.584(a)(3), until operators have completed the required training of all subject personnel. During this exemption, existing procedures will be used by flight crews, maintaining an equivalent level of safety and security.” In light of the Germanwings accident and the Lufthansa incident, this delay seems to make sense. I have no idea how these doors and secondary barriers work; it’s likely top secret, need-to-know stuff. Extensive training and scenario practice will be required. But it’s clear that during the Lufthansa flight, the complexity of even just a single flight deck door mechanism was sufficient to baffle the wide-awake captain, who had to wait for the copilot to regain enough consciousness to enable the door to be opened. What scenarios are likely when we have two complex mechanisms that will be subject to human frailties? As I see it, there are only two solutions to this problem. One is automated airplanes. Without pilots, there will be no need for a flight deck door or doors because there won’t be a flight deck. Absent full automation, we will have to lock the pilots into their flying jail cell and send in food and drink at suitable intervals and hope that their single, non-redundant toilet doesn’t get clogged up. Adding complexity to a complex system is not good engineering and often introduces unintended consequences. Of course, I understand the desire to make it impossible for terrorists to breach the flight deck. Can we rely on the fact that the pilots are not supposed to open the door(s), no matter what is taking place on the other side of the door(s)? That is a difficult question to answer, and in the act that mandated secondary doors, Congress tried to assess the cost-benefit of another terrorist attack aboard an airliner versus trying to deter such an attack. “In considering the potential costs of a major terrorist event, as demonstrated by the 9/11 attacks, and the potential benefits of disrupting or deterring such an occurrence, it is difficult to gauge the probability of a large-scale attack or to independently assess the degree to which a single measure, such as a secondary cockpit barrier, might disrupt such an attack amid a complex and multilayered approach to aviation security,” the bill says. “Nonetheless, FAA concluded that, if secondary cockpit barriers are completely effective at thwarting attacks, installing them would be cost-effective, assuming the probability of an attempted terrorist attack is at least 0.66% per year, or approximately one attempt of that scale every 150 years.” EASA and IATA Target 220% Spike in GPS Interference “GNSS disruptions are evolving in terms of both frequency and complexity” By Jessica Reed • Writ er & Editor June 23, 2025 EASA and the International Air Transport Association (IATA) announced a strategic plan to address the escalating threat of global navigation satellite system (GNSS) interference following a joint workshop held in Cologne, Germany, last month. The collaborative initiative addresses a 220% increase in GPS signal loss events between 2021 and 2024, according to IATA data from the Global Aviation Data Management Flight Data eXchange. Incidents of jamming and spoofing have proliferated across Eastern Europe and the Middle East, with similar occurrences reported globally. “GNSS disruptions are evolving in terms of both frequency and complexity,” said Jesper Rasmussen, EASA flight standards director. “We are no longer just containing GNSS interference—we must build resilience.” The evolving threat requires a dynamic response that goes beyond traditional containment approaches. The four-pillar framework encompasses enhanced reporting and monitoring, prevention and mitigation measures, infrastructure and airspace management improvements, and strengthened coordination among agencies. Key initiatives include standardizing radio call procedures for reporting interference, implementing standardized notam Q codes, and establishing real-time airspace monitoring capabilities. Technical solutions under development focus on reducing false terrain warnings, improving situational awareness through portable spoofing detectors, and ensuring rapid GPS equipment recovery following signal disruption. The plan also emphasizes maintaining backup navigation aids and more effectively using military air traffic management capabilities. “The number of global positioning system signal loss events increased by 220% between 2021 and 2024,” noted Nick Careen, IATA’s senior v-p of operations, safety, and security. Attended by more than 120 experts from the aviation industry, research organizations, and government bodies, the workshop concluded that enhanced civil-military coordination and preparation for evolving threat capabilities, including drone-related interference, remain critical priorities for maintaining aviation safety and security. Cessna Skyhawk Soars With Enhanced Efficiency: Solid-State Dual Electronic Ignition System Introduced to the Industry-leading Piston Provided by Business Wire Jul 14, 2025, 11:00:00 AM Cessna Skyhawk Soars With Enhanced Efficiency: Solid-State Dual Electronic Ignition System Introduced to the Industry-leading Piston The industry-leading training aircraft, the Cessna Skyhawk, now features a dual electronic ignition system (dual EIS), enhancing maintenance, efficiency and overall operation of the single-engine, high-wing piston. The dual Lycoming electronic ignition system is now standard on all new Cessna Skyhawk aircraft. This press release features multimedia. View the full release here: https://www.businesswire.com/news/home/20250714759359/en/ Cessna Skyhawk soars with enhanced efficiency: solid-state dual electronic ignition system introduced to the industry-leading piston (Photo Credit: Textron Aviation) The Cessna Skyhawk is designed and produced by Textron Aviation Inc., a Textron Inc. (NYSE: TXT) company. The dual EIS replaces the previous dual magneto ignition system on the Skyhawk, incorporating advanced electronic components and reducing the number of internal moving parts to optimize operation. This solid-state electronic technology improves maintenance intervals, fuel efficiency and engine performance, ultimately reducing aircraft operating costs. “The incorporation of the dual electronic ignition system demonstrates Textron Aviation’s continued commitment to our piston aircraft, including the legendary Cessna Skyhawk, by easing operations for customers” said Chris Crow, vice president, Piston & Utility Sales. “With 70 years of proven performance, the aircraft continues to play a vital role in supporting pilots across the globe.” The Cessna Skyhawk is the best-selling aircraft in the world and the ultimate training aircraft. The addition of dual EIS comes during the 70th anniversary year of the Cessna 172 Skyhawk, which first took flight in June 1955. Through the decades, the Skyhawk has earned a reputation for reliability, ease of use, and versatility, making it a favorite among flight schools and private owners alike. About the Cessna Skyhawk The Cessna Skyhawk is considered the aircraft of choice for pilot training, and it is the most popular aircraft in aviation history. Since the aircraft first took flight in 1955, more than 45,000 Cessna 172 aircraft have been delivered to customers in over 40 countries around the world — more than any other aircraft in the industry. The Skyhawk features Garmin G1000 NXi avionics with wireless connectivity, a standard angle-of-attack display system and proven dependability. Its modern interior includes features such as power headset plugs at each seat, USB charging ports and upgraded seats for enhanced comfort. The aircraft also features a McCauley aluminum fixed pitch propeller and a Lycoming IO-360-L2A engine with 180 horsepower. About Textron Aviation We inspire the journey of flight. For more than 95 years, Textron Aviation Inc., a Textron Inc. company, has empowered our collective talent across the Beechcraft, Cessna and Hawker brands to design and deliver the best aviation experience for our customers. With a range that includes everything from business jets, turboprops, and high-performance pistons, to special mission, military trainer and defense products, Textron Aviation has the most versatile and comprehensive aviation product portfolio in the world and a workforce that has produced more than half of all general aviation aircraft worldwide. Customers in more than 170 countries rely on our legendary performance, reliability and versatility, along with our trusted global customer service network, for affordable and flexible flight. For more information, visit www.txtav.com| www.defense.txtav.com| www.scorpionjet.com. About Textron Inc. Textron Inc. is a multi-industry company that leverages its global network of aircraft, defense, industrial and finance businesses to provide customers with innovative solutions and services. Textron is known around the world for its powerful brands such as Bell, Cessna, Beechcraft, Pipistrel, Jacobsen, Kautex, Lycoming, E-Z-GO, and Textron Systems. For more information, visit: www.textron.com. Certain statements in this press release may project revenues or describe strategies, goals, outlook or other non-historical matters; these forward-looking statements speak only as of the date on which they are made, and we undertake no obligation to update them. These statements are subject to known and unknown risks, uncertainties, and other factors that may cause our actual results to differ materially from those expressed or implied by such forward-looking statements. “This Is a Game-Changer”: Historic Boeing 787 Completes First 100% Sustainable Fuel Transatlantic Flight, Revolutionizing Air Travel Virgin Atlantic has made aviation history by completing the first transatlantic flight powered entirely by Sustainable Aviation Fuel, marking a significant milestone in the industry's journey toward reducing carbon emissions. Eirwen Williams July 15, 2025 at 5:50 PM34 Illustration of Virgin Atlantic's Boeing 787 completing the first transatlantic flight powered entirely by Sustainable Aviation Fuel, generated by artificial intelligence. • IN A NUTSHELL Virgin Atlantic accomplished the first transatlantic flight entirely powered by Sustainable Aviation Fuel (SAF). • The flight demonstrates SAF’s potential to significantly reduce carbon emissions in aviation. • Tests during the flight aimed to address the climate impact of contrails, which contribute to global warming. • Government support and public-private partnerships are crucial for advancing sustainable technologies in the industry. In a groundbreaking achievement, Virgin Atlantic has successfully completed the first transatlantic flight powered entirely by Sustainable Aviation Fuel (SAF). This historic journey from London Heathrow to John F. Kennedy International Airport in New York marks a pivotal moment in aviation history, demonstrating the potential for a more sustainable future. As the aviation industry faces increasing pressure to reduce its carbon footprint, the success of this flight offers hope and sets a new standard for future air travel. But what exactly does this mean for the future of aviation, and how can it impact our fight against climate change? The Power of Sustainable Aviation Fuel SAF, or Sustainable Aviation Fuel, is revolutionizing the aviation industry by providing a viable alternative to traditional fossil-based jet fuel. Composed primarily of used cooking oils and animal fats, SAF represents a more sustainable option that significantly reduces greenhouse gas emissions. The fuel used in this historic flight was a blend of Hydroprocessed Esters and Fatty Acids (HEFA) and a small percentage of Synthetic Aromatic Kerosene (SAK), derived from plant sugars and other renewable sources. Virgin Atlantic’s successful use of SAF underscores its potential as a safe and reliable substitute that is fully compatible with existing aircraft engines and infrastructure. This innovation not only paves the way for reducing aviation’s carbon footprint but also aligns with global goals to achieve net-zero carbon emissions by 2050. The airline’s achievement sends a clear message: sustainable alternatives are not just feasible—they are crucial for the future of aviation. Airbus Mandates A380 Slat Inspections Following Emirates Incident at Nice Airport Saturday, July 19, 2025 In a significant move to enhance aviation safety, Airbus has announced that mandatory inspections will be required for all A380 operators starting in January 2026. This decision comes after a troubling incident involving Emirates flight A6-EOM at Nice Airport, where the aircraft experienced unusual vibrations and noise during its approach due to leading-edge slat damage. Post-landing inspections revealed severe internal damage to the slat, raising concerns about the structural integrity of the aircraft. The issue was later traced to defects within the slat’s metal composite structure, although no external impacts, such as bird strikes, were involved. In the months following this event, similar damage was discovered on several Singapore Airlines A380s, amplifying the need for global safety measures. The mandatory inspections, focusing on cracks and delamination, aim to ensure the long-term airworthiness of the A380 fleet, safeguarding both passengers and crew from potential risks. Airbus A380 Slat Damage Triggers Mandatory Inspections Following Multiple Airline Incidents In an urgent response to recent safety concerns, Airbus is set to issue mandatory service bulletins by January 2026, requiring all Airbus A380 operators to conduct detailed inspections on leading-edge slats. This move comes after a series of incidents, including a disturbing event involving Emirates flight EK A6-EOM, which experienced significant slat damage during its approach to Nice Airport on August 18, 2023. The damage, caused by internal bonding defects, has raised alarm within the aviation industry, prompting Airbus to take proactive measures to ensure the continued airworthiness of the iconic A380 fleet. Emirates A380 Incident Sparks Initial Concerns During its approach to Nice Airport (NCE), Emirates flight A6-EOM began experiencing unusual vibrations and muffled noises as it deployed its slats to the ‘CONF 1’ setting at 3,500 feet and 212 knots. While these settings are well within operational limits, the aircraft’s maintenance crew discovered extensive slat damage after landing. The slat’s upper and lower trailing-edge skins were torn over two-thirds of its surface, and a portion of its honeycomb composite core was missing, indicating a severe internal structural failure. French investigators from the Bureau d’Enquêtes et d’Analyses (BEA) ruled out any external factors, such as bird strikes or drone impacts, which could have caused the damage. Instead, the investigation revealed that the root cause lay within the slat’s metal composite structure, where internal bonding defects had occurred. Despite this alarming discovery, Sonaca Group, the Belgian manufacturer of the slats, was cleared of production faults. However, no other A380 aircraft had reported similar slat damage prior to the Emirates incident, leaving the aviation world to wonder about the potential scale of the issue. The Extent of the Problem Grows With Singapore Airlines Incidents As investigations into the Emirates incident unfolded, further disturbing news came to light. Within months of the Emirates event, Singapore Airlines (SQ) also reported similar slat issues on its A380 fleet. Three separate A380s in their fleet experienced damage during the extension phases of the slats. Like the Emirates case, no bird strikes, drone collisions, or external factors were identified as causes. This pattern of recurring slat damage on two major airlines’ fleets has raised serious safety concerns among aviation professionals. While no injuries or flight performance issues were reported, the risk of structural failure in critical flight components cannot be taken lightly. The repeated damage to slats, which play an essential role in aerodynamic performance during flight, could pose long-term safety challenges. Airbus Steps In: Global Inspection Mandate In response to the ongoing incidents, Airbus has committed to issuing a service bulletin in January 2026 that will mandate repetitive slat inspections for all A380 operators. These checks will focus on identifying cracks, delamination, and signs of internal bonding failure, which are critical to the aircraft’s structural integrity. These inspections will be integrated into routine A-checks and C-checks, the standard maintenance intervals for aircraft. While safety was not compromised in the reported incidents, Airbus and aviation regulators stress the importance of proactive measures to prevent potential issues that could arise in the future. For operators of the A380, it is now crucial to ensure that their fleets undergo these enhanced inspections to maintain the aircraft’s long-term airworthiness. The mandatory inspections come after a collaborative effort between Airbus, global operators, and aviation regulators to ensure that any potential safety risks are identified early and addressed. With the safety of passengers and crew always the top priority, these measures are expected to reduce the likelihood of any similar incidents in the future. Industry Impact and What It Means for Passengers For travelers, this latest development reinforces the need for constant vigilance in maintaining aviation safety. While no injuries have been reported, the multiple incidents highlight the importance of ongoing safety checks, particularly on such critical flight components as the slats. This issue not only affects the A380 fleet but also raises broader questions about the safety standards in place for long-haul international flights. As the global aviation industry works to address this issue, passengers can take comfort in knowing that safety protocols are being enhanced to ensure their well-being. Airlines like Emirates and Singapore Airlines are already taking action to inspect their fleets, reassuring travelers that necessary precautions are in place. Still, the incident serves as a stark reminder of how quickly things can change in aviation, making proactive safety checks and regulatory oversight essential for all operators. Looking Ahead: What’s Next for Airbus A380 Operators? Airbus’s decision to issue a mandatory service bulletin is a significant step in preventing future slat damage across the A380 fleet. The inspections, set to be integrated into routine maintenance, are expected to be rigorous and thorough. They will help ensure that any early signs of damage are identified and addressed before they can pose a risk to aircraft safety. As the A380 continues to be a staple in international aviation, these additional safety measures will help restore confidence in one of the world’s most iconic aircraft. For now, the global aviation community is on high alert, prepared to take every necessary step to protect both passengers and crew on board the Airbus A380. Non-operators of F-35 interested in hosting local maintenance for jet: Lockheed exec Michael Williamson, president of Lockheed Martin International, said non-operators of the F-35 have inquired about building "facilities and repair parts so another F-35 can land at their air bases, be repaired, and fly out.” By Andrew White on July 19, 2025 at 12:12 PM Airmen assigned to the Wisconsin Air National Guard’s 115th Fighter Wing complete post-flight inspections on U.S. Air Force F-35A Lightning II aircraft Aug. 13, 2024, during Northern Lightning, an exercise providing realistic combat training for and emphasizing joint asset integration, held annually at Volk Field Air National Guard Base, Wisconsin. The F-35’s adaptability ensures it remains relevant in the face of evolving threats and strategic competition. (U.S. Air National Guard photo by Airman 1st Class Josh Kaeser) RIAT — NATO members who are not currently F-35 operators have expressed an interest in supporting the maintenance and repair of alliance aircraft in their countries, Michael Williamson, president of Lockheed Martin International, stated Friday at the Royal International Air Tattoo (RIAT). Speaking to a media roundtable, Williamson described discussions at the recent NATO Summit at The Hague, Netherlands, where he said certain undisclosed countries “making the decision not to buy F-35 had approached [Lockheed Martin] to build facilities and repair parts so another F-35 can land at their air bases, be repaired, and fly out.” Such a move could improve resiliency, interoperability and interchangeability across the NATO alliance, Williamson said. Williamson also described exercises where F-35 aircraft from one NATO country was successfully “passing information” to another nation’s command post on the ground, another sign of increased levels in interoperability across the alliance. “If we can get 32 NATO countries with that kind of interoperability to pass information from air to ground and to command posts, that epitomizes interoperability,” he stated, highlighting how Lockheed Martin’s Sniper pod could also allow fourth-generation fighters to communicate with F-35 in the sky. “We’ve run tests where information from the F-35 can go directly to an F-16 with a Sniper pod,” he said. Outside of the F-35, Williamson took the opportunity to run through some of Lockheed’s priorities for Europe. He emphasized diversifying and investing in manufacturing facilities and the importance of leveraging commercial technologies, particularly in the areas of cyber, communications and software companies which traditionally work “much quicker” than defense. Highlighting demand for “more equipment and quicker” at the NATO Summit and Paris Air Show in June, Williamson described another focus area of Lockheed Martin to move beyond just partnering with “great companies at the prime level” and instead investing in suppliers across multiple lines. “We have built a series of placemats in 70 countries, gone into all of them and sent management to get an understanding of capabilities. Not all of them are in the aerospace and defense business but we can bring good companies in which adds to diversification and resilience,” he said. “That investment also helps in education for new technology, which builds skills and resilience.” Williamson also highlighted increasing production of PAC-3 missiles for the Patriot air defense system. “For Patriot, we have not quite doubled production [but] gone over a one-third increase in production. Some key components we have found quite challenging but we are making investments in facilities for those components so we can double capacity.” Williamson wrapped up by stating the international market accounts for 40 percent of Lockheed Martin’s growth, but warned the company and the wider defense industrial base “cannot continue to operate as they have in the past.” “It took three to four years to work out a requirement; four years working on it; and four to five years to build prototypes. And then a long production run of thousands of products. Our view in the 21st century is we can’t do that,” he concluded. Stranded An-124 Rejoins Antonov Fleet at Leipzig Published on: July 19, 2025 at 10:17 PMFollow Us On Google News Kai Greet Note: See photos in the original article. UR-82073 taking off from Antonov's facility just outside of Kyiv. (Image credit: Antonov Airlines) One of Antonov Airlines’ prized An-124s, which was undergoing an overhaul at the time of Russia’s full scale invasion, escaped Ukraine’s contested airspace and arrived at Antonov’s temporary base at Leipzig Airport, Germany. Work on UR-82073, an Antonov An-124-100 manufactured in 1994, was halted as Russia’s invasion threatened to overrun the Ukrainian capital of Kyiv in February 2022. The overhaul process had been ongoing at Sviatoshyn Airfield for some time at this point, leaving the aircraft disassembled and far from flightworthy. Slightly further out from Kyiv, at Antonov’s main facility at Hostomel, a battle which would become one of the defining moments of the early stages of the invasion emerged between a Russian air assault force and Ukrainian defenders. With a long 3,500 metre runway, Hostomel was a strategic location for Russia to capture in order to support further operations. Ukraine managed to repel several waves of Russian attack, but at the cost of the airfields’ utility as well as the world famous Antonov An-225 Mriya, which was destroyed. The company also lost their sole An-26 and An-74 during the battle. Wreckage of the An-225 Mriya from the front, after its destruction during the Battle of Antonov Airport. (Image credit: KCSA, Oleksii Samsonov, via Wikimedia Commons) As the frontlines settled much further towards the internationally recognised border with Russia, the area around Kyiv became relatively safe (albeit still vulnerable to air attack), and work could resume on the An-124. While the An-225, with its enormous carrying capacity, was the pride of Antonov’s fleet, the An-124s are the company’s workhorses. Any An-124s on the ground within Ukraine at the time of the invasion became effectively stranded. There do not appear to be any confirmed total losses of the aircraft, though UR-82009 did suffer damage at Hostomel. Five An-124s, outside of Ukraine on operational flights, were afterwards rehomed at Leipzig Airport where Antonov now runs its transport business. Demand for Antonov’s An-124s has only increased following the Russian invasion. Not only must their aircraft support shipments of aid and equipment to airports in Europe for onward travel to Ukraine, but external contractors – even Western militaries – requiring the An-124’s load capacity are in abundance as using the Russian owned Volga-Dnepr Airlines’ fleet is no longer an option. In fact, some of these aircraft have themselves become stranded overseas after being seized by local authorities. Discussions are underway regarding the potential for ownership of the aircraft to be transferred to Antonov Airlines. An Antonov An-124 Ruslan aircraft arrived at Decimamonnu Air base in Sardinia Italy, May 2. The Antonov transported two Tiger Attack Helicopters for the German Army, who will be using the helicopters during the NATO exercise Noble Jump 23. The AN-124 is the world´s heaviest gross weight production cargo airplane and the heaviest operating cargo aircraft. (NATO photo by Master Sergeant (OR-7) Sebastian Heissbach) Securing the return to service of Antonov’s stranded An-124s would, of course, help to relieve this extra burden, but the complicated nature of Ukraine’s airspace where neither side has true air superiority means that any flight would face a certain amount of risk of being shot down. UR-82073’s flight on Jul. 11, 2025 appeared first on flight tracking services like Flightradar24 as the aircraft approached Ukraine’s western border near Lviv. We, therefore, don’t have data to ascertain whether any measures to reduce the aircraft’s vulnerability were taken before reaching safer airspace. The aircraft may have flown at a lower altitude, reducing the likelihood of detection by hostile radar systems. Additionally, considering the value of Antonov’s fleet to the nation as a whole, there is the possibility that Ukrainian Air Force fighter aircraft conducted defensive missions prior to and during the aircraft’s escape. Flightradar24 track of UR -82073’s departure from Ukraine for Leipzig. (Image credit: Flightradar24.com) Antonov says as part of UR-82073’s overhaul and modernisation, Russian-produced components which can no longer be maintained due to the ongoing war were replaced with Ukrainian-built and Western equivalents. The airframe has clocked over 21,000 flight hours across 5,500 sorties. The company says that the successful relocation of the aircraft is “a symbol of the stability, professionalism and unity of Ukrainian aircraft manufacturers.” UR-82073 will now join its sister aircraft serving Antonov’s global operations. Antonov refers to their aircraft with the name ‘Condor’, choosing to use NATO’s reporting name rather than the Russian designation ‘Ruslan’, meaning ‘lion’. Commemorating battles along the Irpin River, near Kyiv, early in the war, and the river’s role in helping defend against Russian advances, UR-82073 now displays the phrase “Be Brave Like Irpin” on the fuselage. Adjacent is the Ukrainian Trident (or Tryzub), the national coat of arms that is strongly associated with Ukraine’s independence. Russian commentators online bemoaned the fact the Russian military were not able to prevent this strategic asset escaping from Ukraine and rejoining the Antonov fleet. The Russian Air Force’s persistent radar coverage over much of Ukraine is questionable following the loss of multiple Beriev A-50 airborne early warning aircraft. The escape is a source of pride for Antonov and for many Ukrainians as they celebrate yet another ‘win’ against Russia. In the long term, both Russia and Ukraine have expressed a desire to resume manufacture of the An-124 without support from each other. The Russian Air Force and Volga-Dnepr are tied for the position of largest An-124 operator – though, as mentioned earlier, some of the latters’ fleet have been seized overseas, so their long term status is under question. As the Progress D-18 engines used by the An-124 are manufactured by Russia, any restart of An-124 production by Ukraine would likely be subject to selection of a new engine. Studies have taken place, even prior to the war, with this as an end goal. For the larger An-225, Ukraine also remains committed to getting this iconic aircraft back into the sky. Crucially, for many years there has been a partially completed airframe at Antonov’s plant which has waited for funding to finally be finished. With the amount of damage to the formerly operational airframe, diverting funds to this second aircraft might be Antonov’s best hope to resurrect the Mriya. Engineers turn to quantum tech to replace GPS in flight navigation Quantum sensing uses Earth's natural magnetic fields, making it immune to jamming and spoofing By Skye Jacobs July 20, 2025 at 3:07 PM Serving tech enthusiasts for over 25 years. TechSpot means tech analysis and advice you can trust. Forward-looking: As reliance on satellite navigation grows, aviation faces rising risks from GPS jamming and spoofing. Disruptions – whether from hostile actors or technical failures – threaten commercial and military flights. Engineers are racing to develop resilient alternatives, with promising new technologies moving from labs into the skies. Airbus has teamed with SandboxAQ, a Silicon Valley company specializing in artificial intelligence and quantum sensing, to field-test a new approach to navigation. Their collaboration focuses on quantum-sensing devices, specifically the MagNav system. This compact instrument reads subtle magnetic cues from the Earth's crust to pinpoint an aircraft's location, even when satellites fail. For more than 150 hours of flight across the continental United States, Airbus subsidiary Acubed's "flight lab" test aircraft carried MagNav aloft. The navigation system measures the unique magnetic "fingerprints" beneath each stretch of terrain and cross-verifies those signals against detailed magnetic maps using onboard AI. The result: location fixes that reliably meet – and sometimes surpass – the Federal Aviation Administration's standards for in-flight precision. SandboxAQ CEO Jack Hidary told the Wall Street Journal that while additional testing and certifications are needed before the technology sees widespread adoption, early results are promising and represent a turning point. "The hard part was proving that the technology could work," Hidary noted. "It's the first novel absolute navigation system to our knowledge in the last 50 years." Traditional GPS relies on signals broadcast from orbiting satellites – a system that, while robust, is increasingly vulnerable to disruption. Spoofing broadcasts false location data from the ground to deceive onboard receivers, while jamming overwhelms signals to disable navigation systems. Once rare, these attacks now occur regularly in global hotspots, affecting thousands of flights and posing a serious risk to civilian aviation. Quantum sensing offers a fundamentally different approach. Unlike GPS, which transmits digital, hackable data, quantum magnetic sensors are "essentially unjammable and unspoofable." All measurements occur inside the aircraft, with data derived solely from the Earth's naturally occurring and immutable magnetic fields. The system works by firing a photon from a laser that strikes an electron, which then absorbs and re-emits the photon as it relaxes. The energy signature from this process reflects the local magnetic field strength – information unique to every square meter of Earth's surface. MagNav's AI interprets this signature and matches it to reference maps, converting raw quantum measurements into usable location data. In recent flight tests, MagNav consistently maintained positional accuracy within two nautical miles 100 percent of the time. Perhaps even more impressive, it achieved even finer precision – within 550 meters in most cases – often outperforming competing inertial systems without satellite aid. The potential of quantum sensing extends far beyond aviation. Beyond securing navigation, quantum sensors could aid national defense by detecting hidden objects like submarines or underground tunnels, and improve medical diagnostics by sensing weak magnetic signals from the heart or brain, according to Joe Depa, Ernst & Young's Global Chief Innovation Officer. Furthermore, this technology is not years or decades away. "We're not talking about something 20 years out," Depa said. "This is here and now." Lightning Strike Forcibly Separates Fuselage Of American Airlines 787 by Gary Leff on February 25, 2023 Note: See photos and videos in the original article. Photos of damage to the fuselage of an American Airlines Boeing 787-9, registration N839AA, caused by a lightning strike, are spreading through social media. The incident occurred on Monday’s Tokyo Narita to Dallas – Fort Worth flight. The plane, originally delivered in October 2018, has been on the ground in Dallas since the – and should remain there for some time as work is done on the aircraft. Aviation watchdog JonNYC describes the work that is expected to be done to the aircraft to restore it to operational condition. Jon also notes that “the 787 has a known issue with” lightning strikes. While on average it’s said that every commercial plane is struck by lightning at least once a year, I believe it’s been over 40 years since a crash has been attributed to a lightning strike. The fuselage of a plane will conduct electricity and allow it to trasmit from the strike and generally out the tail. However Boeing actually reduced lightning protection in the wings of 787s in order to reduce costs and speed deliveries. They maintain that safety has not been compromised. Here’s video from an Australian domestic Boeing 787 flight’s lightning strike. And photos from a past American Airlines Boeing 787 lightning strike: Connecticut's aerospace industry takes off with new jobs, growth and investment Connecticut’s aerospace industry is soaring, adding jobs and investments as legacy giants and new players drive economic growth across the state. Author: Rayvin Bleu Published: 11:41 PM EDT July 17, 2025 Updated: 11:41 PM EDT July 17, 2025 Note: See photos and videos in the original article. CONNECTICUT, USA — Connecticut’s aerospace sector is reaching new heights. From helicopters to jet engines, the state has long been a cornerstone of America’s defense and aviation industries. Now, that legacy is fueling a surge in job growth and investment, as longtime aerospace giants and emerging companies expand operations across the state, from Enfield to Danbury. “We're seeing a huge demand for everything from engineers and high-level degree positions all the way down to technicians,” said Ron Angelo, president and CEO of the Connecticut Center for Advanced Technology, or CCAT. “It's about talent, and Connecticut can able can produce engineers, we can produce technicians. We can produce all the types of jobs that the industrial base, aerospace and defense in particular, need.” Connecticut’s aerospace history is deeply rooted, thanks to legacy players like Pratt & Whitney, Sikorsky and Collins Aerospace, which together employ thousands of the over-113,000 people working in the sector statewide. But today, those pillars of the industry are being joined by a new wave of innovators. Sign up for the FOX61 newsletters: Morning Forecast, Morning Headlines, Evening Headlines One example is WHI Global, a component manufacturer that’s recently expanded into the state. As these companies scale up, they’re bringing new facilities, fresh career opportunities and millions of dollars in capital investment. According to Angelo, the pace of advancement in aerospace technology, particularly for military and commercial applications, is driving demand for new platforms, planes and engines. “Things just keep advancing,” he said. “You need new airplanes, new engines, all these exciting things that really are the cornerstone and very much a fabric of our economy, our communities.” The growth of Connecticut’s aerospace sector isn’t just measured in job numbers, it’s boosting the broader state economy as well. According to the Aerospace Industries Association, the aerospace and defense industry generated over $68 billion in revenue in 2023, contributing nearly $2 billion in state and local taxes. That impact ripples outward to benefit support services and suppliers throughout the region. “There's so many other service industries around the state that are all improving as well, so it's the direct industry, but it's also all the indirect that goes along with supporting these companies," Angelo said. In 2023, Connecticut ranked sixth in the nation for aerospace jobs, according to the Aerospace Industries Association: a strong showing for a relatively small state. And with ongoing investments, workforce development and technology advancement, that ranking could climb even higher. As the skies fill with new aircraft and the factories hum with production, Connecticut’s aerospace story is far from over — it’s just taking off. Full Photo of New Chinese Ekranoplan Breaks Cover Published on: July 6, 2025 at 4:38 PMFollow Us On Google News Kai Greet Our best view so far of China’s new ekranoplan. (Image credit: Chinese social media, via X) A new ekranoplan, or ground-effect vehicle, design emerging from China was first noted earlier this week. Now a new image offers our first look at the whole airframe. Note: See photos in the original article. An ekranoplan, derived from the Russian for ‘ground effect’, is a type of vehicle that utilises the aerodynamic concept of ground effect to travel at great speeds, usually across water, at low altitudes. Due to the surface below interacting with the airflow around an airfoil, or wing, at altitudes roughly below half the length of a chosen wingspan, a vehicle is able to essentially float just above the surface once travelling above a certain speed. This creates a similar effect to a hovercraft, but without actual contact with the surface below. This new Chinese design, like many that have come before, is designed to operate entirely from water. Ground effect is possible over land, but the unevenness of the planet’s terrain as well as the higher potential for obstacles makes the concept much more dangerous. For waterborne operations, an ekranoplan offers much greater speed than is typically allowed by traditional watercraft, and while in motion such a vehicle is also essentially immune from attacks by torpedoes or sea mines. In the case of China, it is almost certain that any conceptual use for an ekranoplan would be in an operation against Taiwan, allowing for rapid movement of weaponry and personnel across the Taiwan Strait in a less vulnerable manner than ships. It is unclear so far whether this design is simply a technology demonstrator, or if there is a serious effort to move a vehicle of this type into full scale production. Notably, in recent months, China has been developing and trialling massive landing barges which could support large scale amphibious landings. Many have noted the vulnerability of these barges to many forms of attack, but theoretically they could be used to support secondary waves of forces following an initial attack via more survivable methods, like ekranoplans. Based on the images we have so far, it is difficult to conclude what type of propulsion the craft will utilise. Initial reports, based only on a rear section view, posited that it is a jet-powered design, but this newest image depicts engines more reminiscent of a turboprop. The Liberty Lifter design under development by the U.S. Defense Advanced Research Projects Agency (DARPA) also uses turboprops, as did many designs from the Soviet Union, who were prolific builders of ekranoplans. The most famous Soviet ekranoplan was indeed jet powered, and frequently known as the ‘Caspian Sea Monster’. China’s design has, in turn, been referred to as the ‘Bohai Sea Monster’. The first ‘Caspian Sea Monster’ was an experimental design that first took flight in 1966, but was later destroyed in a crash in 1980. This design evolved into the similarly configured but smaller Lun class ekranoplan. One Lun class was completed and became the only ekranoplan ever to enter operational service as a warship – it carried six anti-ship missile launchers as well as defensive cannons. With a top speed of around 300 knots, and operating no higher than 3 metres above the water’s surface, the Lun class could have been a significant thorn in the side for NATO naval operations had it entered full scale production. The only completed Lun class ekranoplan, pictured in 2021. (Image credit: Alexey Komarov/CC BY-SA 4.0) With previous ekranoplan development, a major disadvantage has been the matter of flight control and safety. As they are completely reliant on ground effect while travelling at speed, any small interruption to the pocket of air created below the craft induced either by pilot error – attempting to travel at too high an altitude, or an incorrect angle of attack, for example – or unexpected interruptions in the surface below could be disastrous. Modern simulation technology, along with huge advancements in autopilot capabilities, may allow for this disadvantage to be sufficiently mitigated to allow for routine service. Ekranoplans have even now been proposed as an electric-powered alternative to civilian ferry services, which would require safety levels well above and beyond those considered acceptable for military craft. Textron service center celebrates 55 years by: Carina Branson Posted: Jun 26, 2025 / 06:25 PM CDT Updated: Jun 26, 2025 / 06:25 PM CDT WICHITA, Kan. (KSNW) – Textron Aviation is celebrating 55 years at its Wichita service center. The headquarters at Dwight D. Eisenhower National Airport is the company’s largest in the world at 440,000 square feet. In 1970, the 7,500-square-foot building could only handle six planes at a time; now it can accommodate over a hundred. Courtesy: Textron Aviation “During the past 55 years, the Wichita Service Center has been the cornerstone of our service center network, providing exceptional support to our global customer base. This legacy is built upon the dedication of those who worked here half a century ago and continues today with our current team members,” Steve Schatzman, the general manager at the Textron Aviation Wichita Service Center, said. “When I talk with customers who bring their aircraft to the Wichita Service Center, they say they feel confident coming to the experts who built their aircraft right here in the Air Capital of the World.” Curt Lewis