August 13, 2025 - No. 33 In This Issue : How Technical Failures Are Shaking the Aviation Industry Like Ryanair, United, Air India, and More Struggle with Unforeseen Disruptions and System Breakdowns : L3Harris opens rocket motor plant, already producing parts : ‘No Aircraft Is Beyond Saving’: C-130 Flies Again 5 Years After Hard Landing : Airbus grapples with delayed deliveries from CT-based jet-engine maker Pratt & Whitney : Design Flaw Exposed By 2022 B-2 Hull Loss Report : Indian startup unveils world’s largest single-piece 3D-printed rocket engine : Autonomy, ‘Dramatic’ Efficiency To Drive Boeing’s Future Commercial Designs : Embraer investing $90M to expand executive-jet factory at Melbourne Orlando International Airport : Boeing 777X Uses the Largest Jet Engines in the World, Why? : F-15EX Fuel Venting Troubles Emerge, Boeing Testing Fixes : Retired CH-53K joins maintenance training program How Technical Failures Are Shaking the Aviation Industry Like Ryanair, United, Air India, and More Struggle with Unforeseen Disruptions and System Breakdowns Published on August 7, 2025 | The airline business is now in serious trouble, with unexpected tech failures at Ryanair, United, and Air India rattling schedules and testing passenger patience. Once designed to make flying smoother, the growing complexity of flight systems is now creating unplanned emergency landings, country-wide ground stops, and unsettling alerts that expose weaknesses in both hardware and coding. Passengers find themselves stuck in lines of red warning lights at check-in and wondering whether they can trust the industry to get them home on time. Each breakdown underlines that waiting-for-it-to-get-better is no longer good enough; airlines must invest in stronger networks and smarter risk planning so the next wave of failures doesn’t leave the same crowd stranded at the same boarding gate. The aviation industry is experiencing a troubling series of technical failures, creating a significant impact on air travel across the globe. Major airlines, including Ryanair, United, and Air India, have found themselves battling unforeseen disruptions in their operations, leading to flight diversions, cancellations, and delays. As the industry navigates these challenges, the consequences for travelers continue to mount. This report delves into how technical glitches are shaking the aviation world and the ripple effects they are having on airlines and passengers. Unprecedented Disruptions in the Aviation Industry The year 2025 has seen a dramatic increase in technical malfunctions across airlines, shaking the foundations of air travel. While technical issues in aviation are not new, the frequency and scale of these disruptions have caught the attention of both passengers and industry experts alike. This surge in technical failures has left airlines scrambling to handle the growing number of operational challenges. Airlines such as Ryanair, United Airlines, and Air India, among others, have all been impacted by these disruptions. From emergency landings to nationwide groundings, these incidents have raised serious concerns about the industry’s ability to handle these types of failures effectively. As technical failures continue to rise, both travelers and airlines are struggling to cope with the aftermath. Ryanair’s Emergency Landing Due to Technical Failures On August 5, 2025, Ryanair flight FR504, en route from Dublin to Bristol, was forced to divert to Cardiff Airport after a “general emergency” signal was issued. The Boeing 737 Max 8 aircraft was mid-flight when the issue was detected. While the captain did not declare a formal emergency, the diversion was prompted by the need to address the technical issue. The flight landed safely, and passengers were escorted off the plane without incident. Ryanair confirmed that the diversion was due to a “minor technical issue,” though specific details regarding the malfunction remain undisclosed. The event highlights the unpredictable nature of technical failures in aviation and serves as a reminder of the industry’s ongoing struggle with system reliability. While the safety of passengers was never in question, the disruption caused by the diversion affected travelers’ schedules and added to the growing list of technical issues faced by airlines in 2025. United Airlines Faces Nationwide Grounding United Airlines was another major carrier to experience a significant technical failure in August 2025. On August 6, a system malfunction led to the grounding of all United Airlines flights in the United States. The issue stemmed from the airline’s Unimatic system, which is responsible for managing essential flight data, including weight and balance calculations. The failure of this system disrupted United Airlines’ entire network, leading to over 1,000 delayed flights and approximately 200 cancellations. Airports across the country, including major hubs in Chicago, Denver, Newark, and San Francisco, were significantly impacted by the grounding. Although flights already in the air were not affected, travelers on the ground were forced to contend with long waits and rescheduled flights. United Airlines worked swiftly to resolve the technical issue, and operations resumed after a few hours, but the impact on passengers was considerable. This widespread grounding of flights highlights the reliance of modern aviation on complex technology systems. When one system fails, it can affect the entire airline’s operations, leading to extensive delays and confusion for travelers. Air India: Pre-Flight Technical Issue Aborts Milan-Bound Flight On the same day as Ryanair’s emergency landing, Air India experienced a technical failure on a flight from Delhi to Milan. Moments before takeoff, a malfunction was detected in the aircraft, prompting the crew to abort the flight for safety reasons. Air India communicated to passengers that the cancellation was a precautionary measure and that the airline would arrange alternate flights for those affected. While the situation was handled professionally, the incident added to the growing frustration among travelers who have faced a rising number of delays and cancellations in recent months. The airline’s swift response ensured that passengers were rebooked, but the technical malfunction served as another reminder of the vulnerability of aviation systems to failure. The Growing Impact on Global Travel These incidents are part of a broader trend of increasing technical failures affecting the aviation industry. Airlines around the world are facing challenges with both aging aircraft and modern technology systems that are essential to day-to-day operations. While safety protocols and maintenance procedures have kept passengers safe, these technical issues are leading to more frequent disruptions, creating an unpredictable experience for travelers. Beyond the immediate inconveniences caused by delays and diversions, these disruptions also affect the broader travel industry. Flights are missed, connections are lost, and passengers are left stranded at airports. The ripple effects of these failures extend to hotels, ground transportation, and tourism, as travelers scramble to adjust their plans. Technical Failures and Their Impact on Traveler Confidence For travelers, technical failures have a far-reaching impact that goes beyond mere inconvenience. When flights are delayed or diverted, passengers often face significant stress and frustration. Long wait times at airports, lack of information, and rebooking processes can leave travelers feeling helpless and anxious. The trust that passengers place in airlines is built on a foundation of reliability and safety. While airlines continue to ensure that passengers are safe during these incidents, the growing number of technical malfunctions is eroding confidence in the system. As more and more flights are affected by technical failures, passengers may begin to question whether air travel is as safe and dependable as it once was. How Airlines Are Responding to Technical Failures In response to the increasing frequency of technical issues, airlines are taking steps to improve their systems and prevent future disruptions. This includes investing in more advanced technology, upgrading aging infrastructure, and implementing better maintenance practices. Additionally, airlines are focusing on improving communication with passengers during disruptions, ensuring that travelers are informed and reassured throughout the process. Some airlines, such as Ryanair and United Airlines, have already implemented new procedures to address system failures quickly and efficiently. These efforts are aimed at minimizing the impact on passengers and restoring confidence in the airline’s ability to handle technical glitches. However, despite these efforts, the reality is that technical failures are an inherent risk in aviation. As technology continues to advance, the reliance on automated systems and complex software will only grow, making it crucial for airlines to stay ahead of potential risks. The Road Ahead for the Aviation Industry Looking forward, the aviation industry will need to focus on long-term solutions to mitigate the impact of technical failures. This includes investing in more reliable systems, strengthening maintenance protocols, and ensuring that airlines have the necessary resources to respond swiftly to emergencies. Additionally, better coordination between airlines, regulatory bodies, and air traffic control will be crucial in minimizing disruptions caused by technical malfunctions. As the industry adapts to these challenges, it is hoped that advancements in technology and safety protocols will lead to a more reliable and predictable air travel experience. For now, travelers must remain vigilant and prepared for the possibility of disruptions, but with improved systems in place, the hope is that these technical failures will become less frequent over time. Technical glitches are rattling the aviation world. Carriers like Ryanair, United, and Air India are stumbling through unexpected outages driven by ever-more complicated tech, brightening traveler tempers and dimming confidence in flying. Such breakdowns are a loud reminder that stronger systems and smarter risk plans are no longer optional—they’re essential. These repeat tech troubles are a loud alarm for airlines, watchdogs, and passengers. Ryanair, United, Air India, and others are still wrestling with surprises that sideline flights and scramble plans. The damage to travelers is clear, yet focused spending on tech upgrades and clearer, quicker updates can pave the way for a bounce-back. The aim is a future where flying is both safe and trustworthy for everyone on board. L3Harris opens rocket motor plant, already producing parts By Jen Judson Tuesday, Aug 5, 2025 L3Harris' new solid rocket motor inert parts production facility in Huntsville, Alabama. (Photo courtesy of L3Harris) HUNTSVILLE, Ala. – L3Harris Technologies’ Aerojet Rocketdyne officially opened a new and expansive rocket motor parts plant in Huntsville, Alabama, in a ceremony Monday, which marks another clear step in the defense industrial base’s work to drastically increase production capacity for munitions in the U.S. With some machines already installed across the periphery of the vast, but still empty floorspace, the Advanced Manufacturing Facility – South (AMF-South) is poised to surge production of inert parts for solid rocket motors in a facility the size of six football fields (roughly 379,000 square feet). These parts include components like cases, nozzles, exit cones and aft closures. Within 24 months of L3Harris acquiring Aerojet Rocketdyne, it invested over $20 million to bring the facility to life and additional funding from a Defense Production Act agreement helped pay for additional equipment and tooling. The agreement between the company and the U.S. government is to increase rocket propulsion manufacturing capacity in the continental U.S. to keep pace with the rising global demand for tactical and strategic missile production. The new facility has already begun to build parts for the Standard Missile, Guided Multiple Launch Rocket System and the Javelin antitank weapon and plans to expand to other programs requiring solid rocket motors in the future, Scott Alexander, L3Harris’ missile solutions president, said at the event. The plan is to continue to add capability to the floorspace as demand increases. While the company has already hired 40 manufacturing employees, there is a plan to bring on another hundred in the coming years. The new facility comes in addition to the company’s 136,00 square foot Advanced Manufacturing Facility in Northern, Huntsville, dubbed AMF-North. Opened in 2019, it covers the production of inert parts for larger solid rocket motors. In addition to L3Harris’ Huntsville expansion, it is also rapidly building out large manufacturing facilities in Camden, Arkansas, and Orange County, Virginia., to cover the entire gamut of solid rocket motor production. ‘No Aircraft Is Beyond Saving’: C-130 Flies Again 5 Years After Hard Landing July 30, 2025 | By David Roza A C-130J transport plane took flight at Ramstein Air Base, Germany on July 15, five years after being grounded by a hard landing that damaged its wings, landing gear, and engines. Rehabilitating tail number 11-5736 was an odyssey, according to a July 29 press release. It required new wings, engines, and other main components that had to be shipped across the Atlantic. The repair marked the first-ever wing replacement of a C-130J in the field, the release said, and shipping the new wings required building first-of-its-kind transport containers. “Ultimately, this project reaffirmed the Air Force isn’t just about advanced technology,” Senior Master Sgt. Justin Jordan, quality assurance superintendent for the Ramstein-based 86th Maintenance Group, said in the release. The aircraft is assigned to Ramstein’s 37th Airlift Squadron. “It’s about the people who make that technology work,” he said. “It’s about grit, discipline and the unwavering belief that no aircraft is beyond saving when the mission demands it.” U.S. C-130J Super Hercules pilots assigned to the 339th Flight Test Squadron prepare to depart from Ramstein Air Base, Germany, July 26, 2025. (U.S. Air Force photo by Airman 1st Class Rebecca Harima) The trouble started April 23, 2020, when a crew took the Hercules up for a routine pilot evaluation sortie. The plan was to practice an assault landing, where pilots touch down and come to a complete stop as quickly as possible, as they might have to do during a combat airlift mission on a dirt airstrip. The pilot was on speed and glide path until about 70 feet above ground level, where he began reducing the engine power, called a power pull, too early. Usually the power pull is not supposed to start until 20 feet above ground level, but in this case the engines were at their lowest in-flight idle setting at 45 feet above ground level. The reduction in power made the aircraft fall faster to the runway. The Hercules slammed down onto its main landing gear at 3.62 Gs and at a sink rate of 834 feet per minute, well above the aircraft’s limits of 2.0 Gs and 540 feet per minute. Before the Herc’s nose landing gear touched pavement, the co-pilot called for a go-around. The pilot pushed the throttles forward, flew back around, and landed safely. Nobody was injured, but the hard landing buckled parts of the fuselage, cracked parts of the wing, and caused an estimated $20.9 million in damage, investigators said in a 2021 report. Still, Air Force officials decided it would be more cost effective to return the C-130 to the fleet rather than retire it, Col. Lucas Buckley, commander of the 86th Maintenance Group, said in the release. “Between the engineers, planners and technicians, taking the steps to put the aircraft back together was the best investment for the Air Force,” he said. A U.S. Airman assigned to the 86th Aircraft Maintenance Squadron renders a salute to a departing C-130J Super Hercules at Ramstein Air Base, Germany, July 26, 2025. (U.S. Air Force photo by Airman 1st Class Rebecca Harima) Making C-130 parts is a familiar task for the Warner Robins Air Logistics Complex at Robins Air Force Base, Ga., which provides intensive depot maintenance and engineering support for a range of aircraft including the Hercules. It took four years, but workers there built new wings and custom containers to transport them to Germany. A depot team from the Robins-based 402nd Expeditionary Maintenance Squadron accompanied the wings to Ramstein, where they and Airmen from the 86th Maintenance Group spent more than a month replacing the wings, engines, and other components. The hard work paid off July 15, when tail 5736 took off for the first time in five years “Watching her lift off the runway felt like watching a dream take flight,” Jordan said. “It wasn’t just a mechanical achievement, it was a deeply personal moment.” On July 28, the C-130 arrived back in the U.S. Col. Joshua De Paul, commander of the 402nd Aircraft Maintenance Group at Robins, said the C-130 will undergo follow-on maintenance, repairs, and inspections at the base. The aircraft is scheduled to return to service in spring 2026. “That first flight was a tribute to everyone who believed in her and worked tirelessly to bring her back to life,” Jordan added. “I’ll never forget the sound of her engines roaring to life and the sight of her wheels leaving the ground. It was magic!” Airbus grapples with delayed deliveries from CT-based jet-engine maker Pratt & Whitney By Paul Schott, Staff Writer Aug 4, 2025 Robin Hayes, CEO of Airbus in North America, speaks at a conference with Connecticut-based manufacturers in 2024 at the offices of the Connecticut Department of Economic and Community Development, in downtown Hartford. Connecticut-based jet-engine maker Pratt & Whitney is a key supplier for Airbus. Airbus is waiting on engines for several dozen aircraft, some of which have been ordered from Connecticut-based Pratt & Whitney. The France-headquartered aerospace giant disclosed the delivery delays in its latest earnings report, which was released last week. For the first half of this year, it finished with 60 “gliders,” which are otherwise completed aircraft that do not have engines — a predicament that Airbus officials expect to peak during the summer before improving. “We continue to work closely with our engine partners to recover in the second half of the year and to deliver on our 2025 commitments, and I'm counting on them,” Airbus CEO Guillaume Faury said during an earnings call on July 30. “Engine partners, if you listen to me, I'm really counting on you.” The “vast majority of missing engines” for the 60 gliders are made by CFM International, according to Faury. The Cincinnati-based CFM comprises a 50-50 joint company between GE Aerospace and Safran Aircraft Engines. “It's mainly a CFM problem, but there are Pratt engines missing,” Faury continued. “It's mainly coming from the strike. So they had perturbances and disturbances on the flow. We've been impacted, and we expect a recovery by the end of this year.” Design Flaw Exposed By 2022 B-2 Hull Loss Report Steve Trimble August 06, 2025 The B-2's left main landing gear collapsed moments after landing on Dec. 9, 2022 at Whiteman Air Force Base, Missouri, causing the bomber to drag its left wing along the runway Credit: U.S. Air Force A component failure and a design flaw combined to cause the loss of a Northrop Grumman B-2 bomber 2 1/2 years ago, a newly released accident investigation report says. The left main landing gear collapsed moments after the aircraft landed on Dec. 9, 2022, at Whiteman AFB, Missouri, causing the B-2 to drag its left wing along the runway and the grass apron for several thousand feet. The U.S. Air Force decided last year to scrap the aircraft, reducing the B-2 fleet to 19 aircraft. The stealth bomber’s problems that day started minutes earlier with a failure in the right main landing gear. As the crew approached the landing, a Cryofit coupling joining high-pressure hydraulic tubing failed, dumping the hydraulic fluid used to lower the right main landing gear, the report said. The crew activated an emergency gear extension system, which snapped the right main landing gear into a locked position before landing. The hydraulic fluid loss and the activation of the emergency system, however, exposed a design flaw that caused the left main landing gear to collapse, the report shows. The same method used by the emergency system to lower the right main landing gear produced an unexpected result on the left side. An absence of high pressure force caused a slight retraction of the lock link assembly of the left main landing gear, but not enough to send an alert to the cockpit warning of an unlocked gear. On top of that, the landing caused the truck position actuator (TPA) on the left main landing gear to compress by 2 in. The compression is normal during landing, and creates a brief hydraulic pressure pulse through the landing gear system. But due to the pressure drop caused by the Cryofit coupling failure in this case, the pulse created a pull force that further retracted the lock assembly on the left main landing gear, the report says. The left main landing gear then became unlocked and buckled under the weight of the aircraft. Indian startup unveils world’s largest single-piece 3D-printed rocket engine The company has also been granted a US patent for this design and manufacturing method. Updated: Aug 08, 2025 07:11 AM EST Mrigakshi Dixit World's largest single-piece rocket engine. Agnikul Cosmos/X Agnikul Cosmos, a space-tech startup in India, has developed what it touts as the world’s largest single-piece rocket engine, manufactured using 3D printing. Interestingly, this new engine is a complete, one-piece structure, eliminating the need for traditional welds and fasteners. “Humbled to introduce the world’s biggest single-piece 3D-printed inconel engine, a global first in both scale and complexity,” the company noted in a social media post on X. Eliminating complex manufacturing Rocket engine production has long been complex, with hundreds of components that could each lead to a failure—a problem this new approach aims to solve. The new engine, measuring a full meter in length, is constructed from a high-performance superalloy known as Inconel. Made from a nickel-chromium alloy, this material is ideal for rocket launches because it can withstand extreme heat, corrosion, and mechanical stress. The manufacturing process of the engine sets it apart from the rest. It’s 3D printed as a single, fully integrated structure, rather than being built from multiple parts. Reportedly, this process eliminates the need for welds, joints, and fasteners, which are common weak points in standard assembled engines. Moreover, it reduces manufacturing complexity, production time, and enhances the engine’s structural integrity. Engine granted US patent The company has also been granted a US patent for this design and manufacturing method. It is a major achievement that highlights India’s growing influence in the global rocket industry. “We have been granted a patent in the US for the design & manufacturing of single-piece rocket engines. Means something to have a completely Indian origin design patented in the US – a nation that has built some of the most complex engines in this industry,” the company stated. Reportedly, Agnikul’s journey began in 2017 at the Indian Institute of Technology Madras, based in South India. After years of research and development, they successfully test-fired their first 3D printed engine, the Agnilet, in 2022. With their latest engine, Agnikul aims to enter the global market, with the focus on creating cheaper, faster, and more reliable rockets for on-demand space missions. Moreover, Agnikul’s partnership with IIT Madras led to the inauguration of the Agnikul Rocket Factory-1. This facility is notable as India’s first private factory capable of building launch vehicles from start to finish, all under one roof. With the growing maturity of additive manufacturing (3D printing), more companies are expected to move toward creating single-piece designs. A few years back, NASA also tested a 3D-printed engine. NASA engineers at the Marshall Space Flight Center tested a 3D-printed Rotating Detonation Rocket Engine (RDRE), which fired for 251 seconds. This propulsion system produced 5,800 pounds of thrust. India is carving out a prominent place in the global space industry through its development of advanced and cost-effective technologies. A key example of this is the nation’s Chandrayaan-3 mission in August 2023, which successfully made India the first country to soft land a spacecraft on the Moon’s south pole. This historic achievement was accomplished with a remarkably low budget of just $75 million. Autonomy, ‘Dramatic’ Efficiency To Drive Boeing’s Future Commercial Designs Guy Norris August 06, 2025 Brian Yutko, Boeing Commercial Airplanes Vice President of Product Development Credit: AIAA-David Becker Boeing’s future airliner designs will be driven by “dramatic” leaps in efficiency and greater autonomy, says Brian Yutko, the recently appointed Vice President of Product Development at Boeing Commercial Airplanes. Making one of his first public comments since assuming the lead product development role in May, Yutko says, “there certainly will be a new generation of large commercial products between now and 2050, so we will all be flying new aircraft that don’t exist today. Those aircraft will certainly be dramatically more efficient than today’s most efficient airplanes.” Yutko, who was formerly CEO of Boeing-owned autonomous air taxi start-up Wisk Aero, was speaking at the recent American Institute of Aeronautics and Astronautics (AIAA) Aviation Forum in Las Vegas. Identifying two “megatrends” that will drive airliner design between now and the middle of the century, Yutko says the first is “sustainability or efficiency related technologies, or energy transition. The other is automation for safety enhancements on crewed airplanes, or autonomy for flying uncrewed airplanes and all kinds of interesting solutions.” Although Wisk is targeted at fully autonomous operations for advanced air mobility vehicles, Yutko acknowledges the application of this technology will be limited as aircraft size increases. “I think that we’re also going to really start to advance the frontier even further on safety, advancing automation for crewed aircraft. I don’t think there’s any world where we’re going to have uncrewed aircraft at [large] scale, but I think certainly we’re going to continue to advance the safety frontier,” he adds. “I spent a lot of time developing airplanes in the smaller aircraft space before going to Boeing to lead large aircraft product development. I do think that we’re going to see a revolution in the smaller aircraft space, enabled by changes in powertrains, and more electrification. And the ease of flying those aircraft, either in crewed or uncrewed way,” says Yutko. Prior to joining Wisk, Yutko spent almost three years as Vice President and Chief Engineer of Sustainability and Future Mobility at Boeing. Before this he was Chief Technologist for the company’s NeXt advanced projects organization where he participated in the development of Boeing’s Cascade climate impact model—a data modeling and visualization tool that analyzes sustainability strategies to reduce aviation emissions. “I’m very passionate about this idea of how you ground that discussion in real facts and data. Because it’s very important that we achieve the mission,” he says. While studying at Massachusetts Institute of Technology, and later as Senior Vice President for Programs at Aurora Flight Sciences, Yutko also worked on the unconventional “double-bubble” twin-lobe fuselage D8 airliner concept. Once considered as a contender for a future NASA X-plane flight demonstrator, this role was ultimately taken by the X-66 transonic truss-braced wing design developed by Boeing and the research agency. Commenting on the subsequent decision to shelve the X-66 in April, Yutko says, “I think it is pretty simple, it’s just about the best use of resources currently. If you think about what’s the best way to learn the knowledge required to advance the ball, is it spending relatively scarce resources on modifying a relatively old aircraft, or are there better ways to learn that same information? So, we’re going to be spending a lot of time at Boeing and obviously with our partners at NASA, developing some pretty sophisticated ground based testing environments to learn what is effectively the equivalent information.” Embraer investing $90M to expand executive-jet factory at Melbourne Orlando International Airport Rick Neale Florida Today • Embraer plans a $90 million expansion at Melbourne International Airport to increase business jet production. • The expansion will enlarge Phenom and Praetor production facilities and add a paint hangar. • The company aims to invest $500 million in the U.S., potentially creating 2,500 jobs, but expresses concern over U.S. tariffs. Embraer officials are planning a roughly $90 million expansion at Melbourne Orlando International Airport to boost the Brazilian aviation giant's business-jet production capacity, company officials revealed this week during a second-quarter earnings call. "The $90 million investment in our Melbourne facility is aimed at expanding the Phenom 100EX and Phenom 300E production, in addition to enlarging the pre-flight prep area for the Praetor 500 and Praetor 600. It also includes the addition of a paint preparation hangar facility that can accommodate both Phenoms and Praetors," Embraer spokesperson Lauren Merlino said in an email. Embraer has generated more than 1,000 jobs and invested more than $155 million on the Space Coast since 2008 during four development phases off Apollo Boulevard at the Melbourne airport. This is the site of the corporation's North American business-jet-building campus. Embraer: 'Hockey stick of job growth' fueled by space, aerospace industries across Brevard Embraer's Phenom 100EV and Phenom 300E, which can carry up to 11 passengers and crew, are built "nose to tail" in Melbourne. Merlino said the planned expansion "will support the growth of high-skilled aviation jobs and reinforces our commitment to the local community." During the earnings call on Tuesday, Aug. 5, officials announced Embraer reached the highest second-quarter revenue in company history: $1.8 billion. What's more, Embraer's aircraft and services backlog reached a new all-time high of $29.7 billion, including $7.4 billion in the executive aviation division. Boeing 777X Uses the Largest Jet Engines in the World, Why? The larger fan diameter allows slower operation, more bypass airflow, and cooler core temperatures, which lower fuel burn and noise output. By Helen William August 10, 2025 Note: See photos in the original article. SEATTLE- The Boeing 777X has become a standout in modern aviation, not just for its size but for the sheer scale of its powerplants. The aircraft, set to operate from major hubs such as Dubai International Airport (DXB), features engines that are unprecedented in commercial service. These engines, General Electric’s GE9X, hold the title for the largest commercial turbofans ever built. Their massive diameter and advanced design are central to the 777X’s ability to deliver long-range performance while meeting strict efficiency and noise requirements. Photo: Clément Alloing Boeing 777X Engines The Boeing 777X family, including the 777-8 and 777-9 variants, was designed to succeed the Boeing 777-300ER and compete directly with the Airbus A350. To meet operational demands, long range, high passenger capacity, and reduced emissions, Boeing required an engine with immense thrust, high fuel efficiency, and durability. The GE9X emerged as the only viable solution at launch. This engine’s fan diameter measures 134 inches (3.4 meters) larger than a Boeing 737’s fuselage and achieves a bypass ratio of 10:1. With a certified thrust of up to 110,000 pounds, it enables fully loaded departures on ultra-long-haul sectors like Dubai to Los Angeles. The design incorporates ceramic matrix composites (CMCs), carbon fiber fan blades, and 3D printed components, reducing weight and improving heat resistance. According to Simple Flying, the GE9X also offers a 10% lower fuel burn compared to its predecessor, the GE90-115B. Photo- GE Aerospace Reason for GE9X The 777X’s maximum takeoff weight exceeds 775,000 lbs, requiring a thrust level above 100,000 lbf for reliable performance. A smaller engine would have needed higher rotational speeds, greater thermal stress, and a lower bypass ratio, reducing efficiency and service life. The larger fan diameter allows slower operation, more bypass airflow, and cooler core temperatures, which lower fuel burn and noise output. Exclusively selecting GE also simplified parts logistics for carriers like Emirates (EK), Qatar Airways (QR), and Lufthansa (LH), all of which operate large Boeing 777 fleets. However, this single-source approach means potential delays if GE9X production or maintenance issues arise. GE9X Engine for Boeing 777-9; Photo: By Dan Nevill from Seattle | Wikimedia Commons Technological Advancements Historically, the GE90-115B set benchmarks for power with its 128-inch fan, but the GE9X surpasses it with efficiency-focused upgrades. The engine operates at a record pressure ratio of 60:1, uses CMC components capable of withstanding 1,300°C+, and integrates full authority digital engine control (FADEC) with predictive maintenance. Compared to legacy engines such as Pratt & Whitney’s JT9D or Rolls-Royce’s Trent XWB, the GE9X leverages advanced manufacturing and materials to achieve lower weight, higher heat tolerance, and better combustion efficiency. While future designs like the Rolls-Royce UltraFan may exceed the GE9X’s fan size, the GE9X currently stands as the most advanced commercial jet engine in service. Photo: Boeing The Path Forward The GE9X’s entry into service with the Boeing 777-9 signals a shift toward high-thrust engines optimized for efficiency rather than raw power. Boeing’s folding wingtip design accommodates the engine’s size while maintaining compatibility with standard airport gates. This combination of aerodynamic innovation and propulsion efficiency ensures the 777X can operate some of the world’s longest routes with reduced environmental impact. The next generation of high-bypass turbofans, whether from GE’s CFM RISE program or Rolls-Royce’s UltraFan, will likely build upon the GE9X’s composite and additive manufacturing breakthroughs. Until then, the GE9X remains the benchmark for balancing size, performance, and efficiency in modern long-haul aviation. 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 F-15EX Fuel Venting Troubles Emerge, Boeing Testing Fixes A fuel venting issue has reportedly sidelined a number of the Air Force's new F-15EX Eagle II fighters. Joseph Trevithick Aug 5, 2025 6:11 PM EDT Note: See photos in the original article. The TWZ Newsletter Weekly insights and analysis on the latest developments in military technology, strategy, and foreign policy. Terms of Service and Privacy Policy Afuel venting issue has emerged in some of the U.S. Air Force’s new F-15EX Eagle II fighters, which has reportedly left them sidelined. The root cause remains under investigation, but manufacturer Boeing is already testing multiple potential fixes. Aviation Week was first to report on the F-15EX fuel venting troubles in a larger story published last Friday about the Air Force’s progress in fielding the jets. As of May, Boeing had delivered nine Eagle IIs out of what is now a planned fleet of 129 of the aircraft. “Fuel venting occurs when fuel overflows from the tanks inside the aircraft and, by design, then flows overboard through special ports near the tips of the wings on the F-15,” a Boeing spokesperson told TWZ today. “It occurs occasionally on various aircraft, including all F-15 models.” “Some F-15EX aircraft have vented fuel at a higher-than-expected rate, which has a joint USAF and Boeing team investigating the root cause,” they continued. “We have several potential solutions we are testing, including new factory work instructions requiring verification of proper torque on connectors to ensure that’s not a factor, and the team is investigating if we may have a batch of valves showing problems.” TWZ has also reached out to the Air Force for more information. A member of the US Air Force conducts a post-flight check on an F-15EX. USAF Airman Nathaniel Jackson As noted, aircraft, in general, are equipped with vents for their fuel tanks. In addition to providing a way for fuel to escape if the tanks are overfilled or overpressured, they also allow air in to maintain pressure. Fluctuations in pressure will occur as the fuel in a plane’s tanks expands and contracts due to changes in pressure and/or temperature in the air, including during rapid maneuvers, especially when inverted or on the ground. In flight, fuel venting may look like wing vortices or smoke. Problems with the vents can potentially lead to more serious issues. The fuel venting issues with the F-15EXs have been significant enough to keep some of them “on the ground,” at least temporarily, according to Aviation Week‘s Brian Everstine. How many of the Eagle IIs delivered to date are impacted is unclear. It is also not clear why this has only emerged now, as the basic EX airframe has been flying for years. F-15EXs at Nellis Air Force Base. USAF William Lewis It’s also unknown how a strike by approximately 3,200 machinists within Boeing’s defense business unit, which just began on Monday, may impact work to resolve the F-15EX fuel venting issue. “We’ll manage through this. I wouldn’t worry too much about the implications of the strike. We’ll manage our way through that,” Kelly Ortberg, Boeing’s CEO, said during an earnings call last week when asked about the potential implications of a strike. Though the F-15EX fuel venting issue appears to be relatively limited at present, it does come at a time when Boeing is just starting to rebound after years of serious upheaval and problems on both the commercial and defense sides of its business. This includes technical and quality control issues that have caused delays and cost growth across a number of major programs for the U.S. military, including the future VC-25B Air Force One jets, T-7A Red Hawk jet trainers, and KC-46 tankers. Boeing did notably win the Air Force’s sixth-generation stealth fighter earlier this year with what is now designated the F-47. From all indications, the F-15EX has otherwise been a model program, at least on the testing and evaluation front, helped in part by the well-established underlying design. The Oregon Air National Guard’s 142nd Fighter Wing has been leading the way in fielding the F-15EX operationally within the Air Force, as you can read about more in this past TWZ feature. The California, Louisiana, and Michigan Air National Guards are also in line to get a squadron each of Eagle IIs. The F-15EXs will also be assigned to two active-duty squadrons forward deployed at Kadena Air Base in Japan. The Eagle II test jets just made their first-ever trip to the Pacific in July as part of the Resolute Force Pacific 2025 large-scale exercise. One of the operational F-15EXs assigned to the 142nd Fighter Wing. USAF John Hughel Boeing has also been securing export sales, and otherwise seeing interest, in further F-15 variants that build off of the EX configuration. In the meantime, Boeing is now testing multiple options to at least mitigate the excessive fuel venting some F-15EXs are experiencing. Retired CH-53K joins maintenance training program NewsAviation By Colton Jones Aug 4, 2025 Modified date: Aug 4, 2025 Photo courtesy of NAVAIR The U.S. Navy’s Naval Air Systems Command (NAVAIR) announced that one of its earliest CH-53K King Stallion test aircraft is being transferred to a new role in support of aviation readiness. The Engineering Demonstration Model 1 (EDM-1), formerly used for flight testing at NAS Patuxent River, is now en route to the Center for Naval Aviation Technical Training (CNATT) at Marine Corps Air Station New River, North Carolina. The CH-53K EDM-1 will be repurposed as a practical job trainer to help train the next generation of Marine Corps aviation maintainers. In a statement, NAVAIR said the move is aimed at strengthening sustainment and ensuring long-term operational availability of the Marine Corps’ newest heavy-lift helicopter. “This move is crucial for building the skilled workforce needed to keep the King Stallion — the DoD’s most powerful helicopter — in the fight,” the service said. “It’s a direct investment in readiness, ensuring our warfighters have the essential heavy-lift capability to dominate any environment.” The CH-53K, developed by Sikorsky, a Lockheed Martin company, is the most capable heavy-lift rotary-wing aircraft in U.S. military service. It is designed to transport more than 27,000 pounds of external cargo over a distance of 110 nautical miles, nearly triple the capacity of its predecessor, the CH-53E Super Stallion. EDM-1 played a central role during the CH-53K’s developmental flight test program, contributing to critical evaluations of flight controls, structural dynamics, and avionics integration. With its testing role complete, the airframe is now being re-tasked as a non-flying trainer platform — a shift that underscores the military’s emphasis on lifecycle support and hands-on technical education. At CNATT, the aircraft will be used to conduct realistic maintenance scenarios that mirror real-world challenges faced by operational squadrons. Unlike simulators or mock-ups, EDM-1 provides an actual airframe for in-depth instruction on airframe systems, diagnostics, and repair. Curt Lewis