August 6, 2025 - No. 32 In This Issue : Boeing and Airbus ground green plane projects : DOT Watchdog Faults FAA Oversight Of SkyWest Maintenance Practices : FAA Issues Certification Blueprint To AAM Manufacturers : Rolls-Royce Says Pearl 10X Headed For Certification : U.S. Navy tests long-endurance solar drone : FAA Flags Critical RAT Issue on Few Boeing 787 Dreamliners : Robinson R66 Set for Electric Transformation With MagniX Power : ‘If you’ve ever built turbines, rotors, control systems’: Deepinder Goyal invites engineers to be a part of LAT : Skyraider II testing continues at Eglin AFB : YouTuber Jimmys World uncovers a desert jackpot of World War II–era biplanes in an old hangar Boeing and Airbus ground green plane projects The suspension of the development of next-generation airliners by the big two planemakers put airlines’ net-zero plans in doubt Dominic O'Connell Sunday August 03 2025, 3.45pm BST, The Times Note: See photos in the original article. The development of Airbus’s ZEROe hydrogen-powered airliner is on “pause” Two years ago, Boeing pulled an airliner out of the Victorville “boneyard” in California — one of the giant desert storage lots for unwanted aircraft — and flew it 50 miles west to a classified plant for some radical surgery. The 25-year-old MD-90, which in its former life carried passengers for Delta Air Lines and China Southern, was to be the test bed for technology that would cut the greenhouse gases emitted by future aircraft. Its existing wings were to be cut off and replaced with long, thin versions supported by struts projecting from the bottom of a new, deeper fuselage. Boeing and Nasa, which was funding the work, had high hopes for the X-66A, as the plane was renamed. Or they did until four months ago, when the project was abruptly put on ice. Two months earlier, something similar happened to one of Europe’s big environmental projects. In February, Airbus said it would “pause” development of the ZEROe hydrogen plane, an aircraft with no carbon emissions that it had planned to have in service by 2035. Boeing’s radical X66 project is also on ice The two manufacturers enjoy a near-duopoly in the airliner market, and delays to their flagship green programmes have sounded an alarm on airlines’ plans to get to net zero — adding no additional carbon to the atmosphere — by 2050. “The airline industry does in my view have a serious intent to meet net-zero targets but faces increased challenges in doing so”, John Strickland, an independent aviation consultant, said. “Alternative technologies are being pushed further out, which means an increased emphasis on the use of sustainable aviation fuel, which is still in limited supply.” Advertisement The delays may also create another obstacle to the planned expansion of Heathrow. The airport said on August 1 that it would “only deliver expansion in a way that is consistent with net zero 2050”. And some analysts believe the hold-up increases the chances of a challenge to Boeing and Airbus from new entrants more eager to take up the environmental mantle. Aviation is estimated by the International Energy Agency to account for 2.5 per cent of the world’s greenhouse gas emissions, with a slightly greater — 4 per cent — contribution to global warming thanks to the creation of vapour trails. In the UK, it has a greater share of direct emissions: 9 per cent this year, according to the Climate Change Committee, the government’s independent advisers. That share is forecast to grow to 11 per cent by 2030 and 16 per cent by 2035. The “boneyard’ at Victorville DAVID MCNEW/GETTY IMAGES That global emissions share is also likely to increase. After a severe decline during the pandemic, flights are now increasing fast. Iata, the airline trade body, has said passenger numbers will grow nearly 6 per cent this year to just under 5 billion and could hit 16 billion by 2050. As other energy-intensive industries find ways to cut their carbon emissions — electricity replacing blast furnaces in steel, new technology for making cement, and electric vehicles for land transport — aviation’s share of total CO₂ could, by some estimates, rise to 20 per cent by 2050. Carbon-cutting technology for aviation is proving slow to arrive. Most experts think battery-power will be limited to small commuter aircraft, but there are high hopes for hydrogen. Airbus had invested significantly, including a plan to test a hydrogen fuel-cell engine on a modified A380 superjumbo. But it paused work in February, saying progress on “key enablers”, in particular the production of large amounts of hydrogen from renewable energy, was “slower than anticipated”. Boeing has been less interested in hydrogen, but said the X-66A could lead to a 10 per cent reduction in emissions. When it cancelled the project it said it would instead concentrate on other designs for thinner, more efficient wings. Neither manufacturer appears in any rush to bring out radical designs. Airbus’s plan to replace its bestselling A320 family of aircraft envisages something familiar to passengers today, albeit with engines that can be powered by conventional fuels or “sustainable” replacements. That plane is unlikely to enter service until 2035 at the earliest, and probably much later. Boeing, which has been beset by a series of crises in the past year, also appears to be in no hurry. At its quarterly results on July 29, chief executive Kelly Ortberg said: “I don’t think the market is ready yet for a new airplane.” Slow progress on alternative technology means airlines’ hopes rest on the rapid introduction of sustainable fuels — hydrocarbons not pumped from the ground, but made from plants or re-used oils, or directly synthesised. However, the current supply is tiny — a mere 0.53 per cent of total aviation fuel worldwide last year, according to Air Transport Action Group (Atag), which brings together airlines, airports and aerospace manufacturers. Atag’s Waypoint 2050 report concluded that making enough sustainable fuel to hit net zero would require the construction of 5,000 refineries, costing $1.45 trillion over the next 25 years. IBA, the aviation consultancy, has forecast production of sustainable fuels will hit 18 million tonnes a year by 2035 — but that will be 23 million tonnes short of demand. Environmental campaigners are scornful. “The only serious remedy [to increasing CO₂ emissions] is demand restraint,” Dr Douglas Parr, policy director at Greenpeace UK, said. “Everything else — the nonsensical offset schemes, the utopian technology forecasts and now the implausible optimism surrounding ‘sustainable’ aviation fuel — is primarily a collection of elaborate misdirection techniques.” If aviation’s emissions do grow as a proportion of the total, Airbus and Boeing could face societal pressure to do more. Nick Cunningham, managing partner at Agency Partners, an aerospace analysis firm, recently published a note on how “complacency” on decarbonisation posed an “existential risk” to the companies. Cunningham said planemakers were understandably reluctant to make large investments in new technology. “Boeing does not at the moment have the financial resources to develop an all-new aircraft. Airbus has reason to be wary because some of its development programmes — the A380 and the A400M for example — ended up way over budget.” Net zero by 2050 struggles with reality The Chinese aerospace industry could be a potential challenger. There are now 16 Comac C919s, the first modern Chinese airliner, in service, with a second, larger aircraft, the C929, expected to begin commercial flights towards the end of the decade. Cunningham said, however, that carbon reduction is not China’s main goal. “There could be a challenge from China, but for the moment it is concentrating on replacing imports of western aerospace equipment,” he said. Advertisement One potential rival to the Airbus-Boeing hegemony is JetZero, a California-based company set up in 2021. It has ambitious plans to build a radical new type of passenger aircraft: a blended wing body, where the wings and fuselage are one smooth shape. The Northrop Grumman B-2 stealth bomber, used by the US Air Force in the recent attacks against Iran, is such a design. The JetZero concept has attracted funding from the USAF JetZero claims its design could cut emissions in half compared to conventional designs. It has secured backing from two big US carriers, United Airlines and Alaska Airlines, including a commitment from them to buy aircraft. The USAF has awarded it a development contract for a potential new transport aircraft. “JetZero is extremely interesting,” Cunningham said. “The backing it has from airlines and the air force give it credibility, and it has very ambitious production plans. Its design would be more efficient than conventional aircraft, and crucially it would lend itself to a switch to hydrogen fuel when that is adopted.” DOT Watchdog Faults FAA Oversight Of SkyWest Maintenance Practices A federal watchdog report has found that the FAA failed to fully address long-standing maintenance oversight issues at SkyWest Airlines. Amelia Walsh Thursday, July 31, 2025 Note: See photos and downloadable report in the original article. Key Takeaways: A new report from the U.S. Department of Transportation’s Office of Inspector General (OIG) found that the Federal Aviation Administration (FAA) has failed to address long-standing issues in its oversight of SkyWest Airlines’ maintenance practices. Published on July 28, the report highlights persistent gaps in how the FAA monitors and enforces compliance with maintenance and safety standards at the nation’s largest regional carrier. Despite multiple internal audits and years of concerns, investigators concluded the agency has not taken sufficient action to mitigate known risks or ensure SkyWest fully complies with safety protocols. Since 2021, the FAA has worked to resolve 32 identified issues at SkyWest. By the time of the OIG’s review, 26 had been addressed, but noncompliance persisted—particularly with the airline’s remote return-to-service maintenance practices, according to Reuters. The audit cited multiple concerns, including improper deferral of Minimum Equipment List (MEL) items, dispatching aircraft without required inspections, and assigning maintenance tasks to pilots outside the scope of approved procedures in the company’s manuals. The OIG issued several recommendations aimed at improving FAA oversight procedures, enhancing accountability and ensuring that safety risks are addressed in a timely and consistent manner. The FAA agreed with most of the recommendations and has committed to taking corrective action. FAA SkyWest Final Report_7.28.2025 Download FAA Issues Certification Blueprint To AAM Manufacturers The advanced air mobility industry now has a blueprint to follow for certification best practices for their vehicles. Just as most of the aviation industry was getting ready for AirVenture, the FAA published, with no fanfare, an advisory circular (scroll down to AC 21.17-4) that details various things the agency will be looking for in certification of the aircraft. Its existence was brought to light by our colleagues at FLYING Magazine last week. The agency stresses the 64-page outline is not a legally binding document but manufacturers will be wise to devour every word. “This advisory circular (AC) provides guidance for the type, production, and airworthiness certification of powered-lift,” the agency said in its preamble. “This AC also designates the airworthiness criteria in appendix A as an acceptable means, but not the only means, of showing compliance with title 14 of the Code of Federal Regulations (14 CFR) 21.17(b) for Federal Aviation Administration (FAA) type certification of certain powered-lift.” Joby aircraft, which may be the first to achieve certification, said the publication of the document is a positive move and the content aligns with its plans. “We’re pleased to see the FAA’s release of their Advisory Circular regarding powered-lift aircraft. Along with their commitment to continued global leadership in aviation certification through the NAA Network, this guidance reinforces the FAA’s focus on bringing advanced air mobility to market,” Joby said in a statement to AVweb. “The new guidance aligns with our approach to certification and will help streamline the certification process of powered-lift aircraft generally. Our specific FAA certification continues to make industry-leading progress, and we are excited to be pushing through the final stages towards type certification.” This is a companion discussion topic for the original entry at https://avweb.com/aviation-news/faa-issues-certification-blueprint-to-aam-manufacturers Rolls-Royce Says Pearl 10X Headed For Certification Robert Wall July 31, 2025 Credit: Rolls-Royce Rolls-Royce says the engine that is due to power the Dassault Aviation Falcon 10X has completed “all major engine certification tests.” Flight trials of the engine have now been wrapped up, Rolls-Royce CEO Tufan Erginbilgic said July 31. Rolls-Royce is due to power the new Dassault aircraft with the latest variant of its Pearl-family of business jet engines, the Pearl 10X. The engine maker said it would now “submit the certification reports to the regulators for approval.” The company a year ago said it had delivered the first Pearl 10X to Dassault to prepare for the Falcon 10X’s first flight, which is still pending. The French aircraft maker has not said when the aircraft will take to the air. Rolls-Royce has been ramping up production of its Pearl family of business-jet engines. The Pearl 15 powers the Bombardier Global 5500 and 6500, and the Gulfstream G700 and G800 use the Pearl 700. U.S. Navy tests long-endurance solar drone New sMaritime Security By Emily Ryan Miller Jul 30, 2025 Modified date: Jul 30, 2025 Skydweller Aero. Photo by NAWCAD Visual Information The U.S. Navy, in collaboration with aerospace firm Skydweller Aero, has completed a continuous 73-hour unmanned flight using solar power alone. The test, conducted out of Stennis, Mississippi, represents a major step forward in applying solar-powered aircraft for maritime intelligence, surveillance, and reconnaissance (ISR) operations. The demonstration was led by the Naval Air Warfare Center Aircraft Division (NAWCAD), which oversees the Navy’s test and evaluation enterprise. Officials said the flight not only proved Skydweller’s ability to sustain power from solar energy throughout day and night cycles, but also validated its command-and-control systems, autonomous response features, and resilience to weather disturbances. “This demonstration is a prime example of how NAWCAD partners with industry to deliver what the fleet needs,” said Rear Adm. Todd Evans, NAWCAD Commander. “It also reflects the technical depth of our workforce and our ability to translate ideas into capability.” The Skydweller UAS—a large-wing solar-electric aircraft adapted from a proven manned platform—demonstrated the ability to maintain a positive energy balance, a critical benchmark for continuous operations without fuel or external power. Skydweller Aero. Photo by NAWCAD Visual Information During the three-day flight, the system also proved it could remain in contact, make real-time decisions autonomously, and adapt dynamically to turbulent conditions, Navy officials said. Bill Macchione, Special Purpose UAS lead at NAWCAD, said integrating Skydweller into the Navy’s ISR network creates a more flexible and resilient surveillance architecture. “This collaborative approach ensures we have the right platform for the right mission, optimizing our resources and enhancing our overall maritime domain awareness,” he said. The system’s endurance and low operating footprint allow it to cover wide areas persistently, freeing more complex or expensive assets for missions requiring greater speed, payload, or responsiveness. Skydweller’s platform is particularly suited for broad-area surveillance, including long-duration maritime patrol, persistent monitoring of key sea lanes, and support for interdiction operations. NAWCAD began work with Skydweller in 2020, initially focusing on operational gaps identified by U.S. Southern Command (SOUTHCOM). These challenges include narcotics trafficking, unregulated maritime activity, and cross-border smuggling. The solar-powered drone is expected to support persistent surveillance missions in SOUTHCOM’s expansive area of responsibility, which covers large swaths of the Caribbean, Central America, and South America. Further testing is scheduled for later this summer within the SOUTHCOM region. Officials say the next phase will focus on integrating Skydweller’s ISR feed into real-time mission sets, assessing its performance over maritime routes used by traffickers and other illicit actors. The aircraft’s long endurance, coupled with its low acoustic and visual signature, makes it an ideal platform for operations in areas where persistent observation is required without the constant launch-and-recovery cycle of conventional drones. Unlike traditional unmanned systems, Skydweller relies entirely on solar power, charging onboard batteries during daylight hours and operating through the night. If future testing meets operational benchmarks, the Navy could incorporate solar-powered UAS like Skydweller into its layered ISR strategy—pairing them with manned platforms, satellites, and fast-response drones to improve awareness and responsiveness across maritime domains. FAA Flags Critical RAT Issue on Few Boeing 787 Dreamliners The substandard titanium in question is believed to have originated from China and was supplied by Spirit AeroSystems. By Arfath Ahmed July 30, 2025 Note: See photos in the original article. WASHINGTON- In a new safety development, the Federal Aviation Administration (FAA) has raised alarms over potentially faulty components on a small number of Boeing 787 Dreamliners. The issue was disclosed in a proposed rulemaking notice on July 28, 2025. The issue revolves around the ram air turbine (RAT) fittings installed on nine 787-9 and 787-10 aircraft, which may have been produced using substandard titanium. Photo: Clément Alloing Boeing 787 RAT Issue At the heart of the concern lies the discovery that certain RAT fittings may have been manufactured using unapproved titanium. These are vital components that are deployed to generate emergency electrical power if the aircraft loses its primary systems. Instead of the required aerospace-grade Grade 5 Ti-6Al-4V alloy, these fittings were made from Grade 1 or Grade 2 commercially pure titanium, which lacks the necessary strength and fatigue resistance. The FAA warns that this discrepancy could result in failures during RAT deployment. If this scenario occurs, it could compromise the backup power supply or even lead to the RAT detaching during flight. The ramifications for in-flight safety are significant, even though the number of affected aircraft is currently limited. Photo: Boeing A Supply Chain Red Flag The substandard titanium in question is believed to have originated from China. As per reports, it was supplied by Spirit AeroSystems, which is a key supplier to both Boeing and Airbus. This issue echoes similar reports from 2024, when global titanium shortages caused by Western sanctions on Russia led manufacturers to turn to alternatives. It was identified that the manufacturers sometimes used unverified sources. These supply chain decisions may have inadvertently introduced compromised materials into critical aircraft components. There are only a limited number of aircraft currently identified. However, the FAA’s proposed rule is based on multiple supplier alerts, indicating that the problem could be systemic rather than isolated. It’s still unclear how the faulty titanium moved through the supply chain. This raises more questions about how airplane parts are made and tracked. Photo: Boeing Boeing and Supplier Reaction The affected 787s were assembled at Boeing’s facility in North Charleston, South Carolina. In response to early warnings, Boeing released an Alert Requirements Bulletin in February 2025. As per the Bulletin, it was recommended that airlines inspect the RAT fittings using nondestructive testing methods. Airlines were asked to use methods such as high-frequency eddy current analysis and X-ray fluorescence spectroscopy. Collins Aerospace, the manufacturer responsible for the RAT units, reportedly took a $175 million financial hit in 2024 to change its titanium supplier. However, neither Collins nor Boeing has provided public comments on the FAA’s latest notice. A question here arises about how rigorously material sourcing and quality assurance protocols are being enforced. Photo- Jetstar Airways; Wikimedia Commons Implications for Safety and Operations While the issue affects only nine aircraft, the implications are surely larger. The RAT serves as a final option of defense for power generation during emergencies. Any compromise in its reliability, however unlikely the deployment may be, represents a serious safety concern. Airlines operating the affected Boeing 787-9 and 787-10 aircraft might face short-term schedule disruptions. It is better that airlines inspect and identify potential part replacements if required. Meanwhile, regulators are likely to further probe the extent of reliance on alternative titanium sources across the aviation industry. This comes at a time when Boeing is already dealing with a series of production and quality control issues across its various commercial aircraft variants. The 787 variant, in particular, has been under close watch since prior delivery delays and build quality concerns that emerged earlier. The FAA’s proposal will now undergo public review before being finalized. Once it takes effect, it will require immediate inspections of the RAT fittings on the nine impacted aircraft. Airlines and maintenance providers are being urged to prepare accordingly, especially as the busy winter travel season approaches. Beyond the immediate repairs, the incident underscores a pressing issue for aerospace, i.e., the supply chain integrity. As the aviation sector continues to grow, the raw material constraints and geopolitical pressures will only increase. This, in turn, will make it difficult to maintain stringent quality control, which will be critical in preventing similar safety lapses. As the investigation unfolds and the FAA finalizes its directives, more details may emerge on how such material breaches occurred. There should be a serious discussion about what steps manufacturers will take to ensure that this doesn’t happen again. Stay tuned with us. Further, follow us on social media for the latest updates. Robinson R66 Set for Electric Transformation With MagniX Power Companies renew partnership to electrify the popular R66 helicopter by 2026. Parris Clarke Wednesday, July 23, 2025 Key Takeaways: Electric propulsions systems developer MagniX has announced a renewed partnership with Robinson Helicopter Company to develop a battery-electric powertrain for the Robinson R66 helicopter, with expected electrification in 2026. MagniX’s new powertrain will use its lightweight Helistorm engines unveiled earlier this year. Weighing about 165 pounds, these engines are significantly lighter than traditional turbine engines. In 2022, MagniX powered the first flight of a retrofitted electric Robinson R44 helicopter. In March 2025 the company reported that it had completed the world’s first piloted flight of a hydrogen-electric helicopter, again an R44. According to MagniX, it is the first company to have been granted special conditions for electric engine airworthiness by the FAA. Retrofitting the R66 will include using MagniX’s Samson batteries. Announced in 2024, the batteries can withstand over 1,000 full-depth discharge cycles and are designed to power helicopters and eVTOL (electric vertical takeoff and landing) aircraft. Size of a UPS truck, the first machine that will be building the American Concorde’s mighty jet engine has arrived at Boom Supersonic’s North Carolina Superfactory by Sayan Chakravarty Note: See photos in the original article. At Boom Supersonic’s shimmering new Superfactory in Greensboro, North Carolina, a milestone has just rolled through the doors on the back of a flatbed truck. It is not a jet engine or a wing assembly, but something just as important to the future of flight: a massive Mazak Quick Turn 450MY lathe, roughly the size of a UPS truck. The machine is the very first to arrive at Boom’s in-house machine shop, and it is set to play a crucial role in building Symphony, the sustainable 35,000-pound-thrust jet engine that will one day power Boom’s supersonic airliner, Overture. Image – Boom Supersonic This is not your everyday factory floor addition. The Mazak 450MY is a modern marvel of precision engineering. It gives Boom a one-stop solution for machining some of the most demanding rotating components that live deep inside a supersonic engine. The Mazak 450 MY is the size of a UPS truck. With a Y-axis and live-tool turret, the machine can rough-turn a titanium shaft, mill key slots, and drill intricate oil passages in a single setup. That level of integration means fewer moves between machines, tighter concentricity, and shorter production times — all of which are vital when developing a brand-new engine from scratch. The Boom Symphony Engine The components this machine will shape have to endure extraordinary conditions. At 15,000 revolutions per minute, even a slight deviation in geometry can lead to performance losses or catastrophic failures.Image – Boom Supersonic That is why Boom is investing heavily in state-of-the-art in-house machining, and this first machine represents the start of a highly specialized workflow that puts quality, control, and speed in the hands of its engineers. In the world of high-performance aerospace, being able to cut, measure, and finish parts in one go is more than a convenience. It is a competitive edge. Workers assembling the Concorde’s Olympus 593 Turbojet engines at Rolls-Royce’s Bristol plant. Image – Heritage Concorde. This setup is a sharp contrast to how things were done in the early days of supersonic flight. When Concorde’s engines were built more than half a century ago, the process resembled a restoration shop for a vintage car. Individual components were sent to various specialists across borders, and it took the coordinated effort of two nations just to finish one engine. Boom’s approach is more like a modern EV factory, where precision robotic cells handle machining, inspection, and finishing without the part ever leaving the fixture.Image – Reddit The raw materials might be similar — think titanium and high-strength nickel alloys — but today’s advances in CNC machining and tooling coatings mean an entire engine’s worth of complexity can be handled by a machine that fits in a space no longer than a mini school bus. Boom Supersonic’s upcoming factory in Greensboro, North Carolina. Image – Boom Supersonic The Boom Superfactory itself is a major achievement. Purpose-built to produce the Overture jet at scale, the facility stretches across 62 acres at the Piedmont Triad International Airport. Once in full swing, it will handle final assembly and testing for Overture, which Boom aims to have flying by 2027. Designed to cruise at Mach 1.7 while running on sustainable aviation fuel, the aircraft will carry between 64 and 80 passengers at twice the speed of today’s fastest commercial jets.Image – Boom Supersonic The arrival of the Mazak 450MY may not be as dramatic as the rollout of a completed jet, but it signals the start of something just as important. With its machine shop beginning to come online, Boom Supersonic is entering the phase where concepts take shape in titanium and steel. It is the quiet beginning of a very loud future. ‘If you’ve ever built turbines, rotors, control systems’: Deepinder Goyal invites engineers to be a part of LAT This initiative aims to develop lightweight, efficient, and flight-ready engines under the "Made in India" banner. Written by Shubham Chhabra Updated: July 31, 2025 19:08 IST Deepinder Goyal announced on LinkedIn that LAT is setting up a dedicated propulsion team in Bangalore to build gas turbine engines from scratch. Deepinder Goyal announced on LinkedIn that LAT is setting up a dedicated propulsion team in Bangalore to build gas turbine engines from scratch. This initiative aims to develop lightweight, efficient, and flight-ready engines under the “Made in India” banner. A Fresh Approach to Engine Development “India has tried building gas turbine engines before. And we’ve come close,” Goyal said in his post. “At LAT, we want to get past the finish line. So we’re putting together a propulsion research team in Bangalore, focused solely on building gas turbine engines from scratch. Lightweight. Efficient. Flight-ready. Made in India.” He emphasized what makes this attempt different: “We’re giving engineers the freedom to think, build, break, and repeat. Our dedicated research centre — with labs for combustion, turbomachinery, thermal systems, and materials, will give engineers the space and freedom to iterate fast, and get to real outcomes at a speed which is unprecedented in the industry.” Engineers to Lead the Mission Goyal highlighted that the team would be led by engineers rather than business executives. “No waiting around for approvals from ‘business’ people. No chasing slides or meetings. Just hands-on problem solving, running bench tests, working with suppliers, building hardware from scratch — and pushing the limits of design and physics every day,” he wrote. As H-1B and student visa hurdles grow, Indians turn to US investment visas He added that while the project may be challenging, its success could transform India’s aerospace capabilities. “It won’t be easy. But if it works, it changes everything. A full engine stack, built locally. Powering STOL aircraft. UAVs. Remote connectivity. Self-reliance,” Goyal stated. ‘Samosa minister’: Ravi Kishan trolled for demanding a law for samosa price and size In his post, Goyal also invited engineers with relevant experience to join the team, saying, “If you’ve ever built turbines, rotors, control systems — or anything close — and want to be part of something that could one day, rewrite history, write to us at engines@lat.com.” Skyraider II testing continues at Eglin AFB Photo Details / Download Hi-Res Published July 30, 2025 By Samuel King Jr. Note: See photos in the original article. EGLIN AIR FORCE BASE, Fla. (AFNS) -- Air Force Special Operations Command’s newest aircraft, the OA-1K Skyraider II, continues developmental testing at Eglin Air Force Base to ensure it can meet operational requirements. The 96th Test Wing, in coordination with U.S. Special Operations Command, is responsible for the developmental testing of the new aircraft. The test team goals are to evaluate the Skyraider II’s military airworthiness and verify manufacturer’s performance data accuracy. Lastly, the team will evaluate how effective the aircraft is at its purposed special operations mission. The OA-1K Skyraider II is a new cost-effective crewed aircraft that will support geographically isolated special operations personnel in austere locations. It has adaptable capabilities for required mission sets such as close air support, precision strike or armed intelligence, surveillance and reconnaissance. The Skyraider II features a tailwheel, which has not been seen in the Air Force for over five decades. This distinguishable feature required test evaluators to devise a new methodology to verify its performance. Maj. Jacob Marsh, 96th Test Wing, climbs into an OA-1K Skyraider II June 25, 2025, at Eglin Air Force Base, Fla. The new Air Force Special Operations Command aircraft continues developmental testing with 96th TW and U.S. Special Operations Command at Eglin AFB. (U.S. Air Force photo by Samuel King Jr.) Photo Details / Download Hi-Res Maj. Jacob Marsh, 96th Test Wing, performs preflight checks on an OA-1K Skyraider II June 25, 2025, at Eglin Air Force Base, Fla. The new Air Force Special Operations Command aircraft continues developmental testing with 96th TW and U.S. Special Operations Command at Eglin AFB. (U.S. Air Force photo by Samuel King Jr.) Photo Details / Download Hi-Res An OA-1K Skyraider II comes in for a landing on a dirt path, July 10, 2025, Eglin Air Force Base, Fla. The new Air Force Special Operations Command aircraft is in its third month of developmental testing with the 96th Test Wing and U.S. Special Operations Command. (Courtesy photo) Photo Details / Download Hi-Res “There was quite a bit that went into this, from making sure we were compliant on the regulatory side, to ensuring we had the proper operations support for the Skyraider II,” said Maj. Stephen Wakefield, 96th Operations Group. This specifically required extra pilot training with the Skyraider II’s civilian variant, the AT-802, to learn to fly the tailwheel aircraft effectively. Test wing pilots of various backgrounds that matched with the aircraft’s mission sets answered the call to test the Skyraider II. “Flying the OA-1K has been a rewarding experience and certainly something that has required me to bring my skills to work every day,” said Maj. Jacob Marsh, 96th OG chief of group training. “The fun of flying it is just a perk of the job.” Marsh said, flying un-augmented UH-1Ns at the U.S. Naval Test Pilot School gave him a unique appreciation for the coordination needed in the OA-1K. According to Marsh, there are many aviation commonalities between helicopters and airplanes when operating at similar airspeeds. So far, test aircrews performed human factor, handling quality and austere landing missions with sensor quality and weapons release missions in the future.\ Dude uncovers the desert jackpot of the year as he finds World War II–era biplanes in old hangar Published on Jul 30, 2025 at 4:04 AM (UTC+4) by Jason Fan Last updated on Jul 29, 2025 at 3:44 PM (UTC+4) Edited by Jason Fan Note: See photos and videos in the original article. YouTuber Jimmy – the man behind the channel Jimmys World – was invited to explore an old Nevada hangar, only to uncover a jackpot of World War II–era biplanes and parts. What he found inside the hangar was enough to make any vintage aircraft enthusiast’s jaw drop. Hidden away for decades, the hangar was packed with rare biplanes, original aircraft parts, and untouched engine components. It’s the kind of discovery most collectors only dream about. These World War II-era biplanes were in good condition Jimmy is known for his love of aviation. After all, not everyone tries to buy a 1947 Cessna for $10,000 and try to get it flying again. Naturally, when he received an invite to check out an old hangar, he gladly made the trip. After all, disused hangars often contain hidden goodies, like this particular hangar that housed multiple classic American muscle cars. The moment Jimmy stepped into the dusty building, he knew he’d found something special. Lined along the walls and stacked high on shelves were engines, boxed cylinders, crankshafts, and other aircraft components. YouTube/Jimmy’s World Many still in their original packaging, coated in cosmoline grease (a rust inhibitor) for preservation. Despite some rodent damage in a related California storage area, the majority of the collection had survived in astonishingly good condition. The World War II–era treasure trove belonged to the viewer’s late relatives, who were passionate aviators and crop-dusting pilots from the 1930s to 1950s. Among the standout finds was a narrow-bodied biplane built small enough to roll through a classroom doorway. Underpowered with just a 65-horsepower engine, it was prone to forced landings but full of charm. Another airplane turned out to be an experimental Pitts aerobatic model, which was designed for punishing 12 G maneuvers. YouTube/Jimmy’s World One radial engine, a Lycoming R 680, looked virtually untouched after being stored since 1950 with its internals still protected by the original wax-paper coating. Negotiating for the desert jackpot This desert haul was too good to resist for Jimmy, who approached the hangar’s contents like a child in a candy store. YouTube/Jimmy’s World Unfortunately, he will have to wait a little longer if he wants to get his hands on it, noting that estate negotiations are still ongoing. Nevertheless, he’s hopeful that the deal will happen in due time. In the meantime, he promises to take his viewers on more adventures, like the time he discovered a hidden secret inside a massive abandoned Boeing 737 private jet. Curt Lewis