October 15, 2025 - No. 42 In This Issue : Airlines Say Fixing Broken Boeing Planes Is Bad For Business : They’re Finally Flying Without Fuel”: These Electric Planes Are Quietly Redefining Air Travel and Could End Jet Pollution Forever : After safety scares, turbine rechecks ordered on AI Boeing Dreamliners : New Aviation Week Forecast Projects Record Engine MRO Growth : US & Europe Test Giant Next-Gen Jet Engine That Could Change Aviation (Video) : The U.S. Air Force suspends the upgrade of its C-130H Hercules fleet with the NP2000 composite propeller system : Army scrutinizes supply chain risks to deliver MV-75 aircraft by 2027 : Finnair Cancels Roughly 40 Airbus A321 Flights Due To Seat Covers Washed With Water : Boeing and Aeroxchange Introduce Secure Digital Parts Authentication for Aviation : Textron Debuts Safeaero 220E Electric Deicer for Wide Range of Aircraft : Safran Gears Up For Surge In Leap Parts Repair Demand Airlines Say Fixing Broken Boeing Planes Is Bad For Business After regulators found cracks in Boeing 737s, Airlines are fighting increased inspections and safety measures. Luke Goldstein A pilot for Alaska Airlines does a pre-flight inspection of a Boeing 737-800. (AP Photo/Ted S. Warren) The airline industry is contesting a new safety rule proposed by the Federal Aviation Administration that would force airlines to address serious flaws in potentially thousands of Boeing 737 planes — and they have powerful industry-connected allies in the Trump administration who could help them get their way. According to the new directive, airlines that fly many of the older generations of Boeing 737 planes must undertake additional inspections, among other safety protocols, after regulators found cracks in several of the planes’ fuselages. Airlines for America, the lobbying group for the country’s major airlines, submitted a public comment last month to weaken the rule, which would require costly maintenance checks. Transportation Secretary Sean Duffy, who now oversees the Federal Aviation Administration (FAA), previously worked as an airline lobbyist on behalf of Partnership for Open and Fair Skies, which represents the major airlines. Airlines for America recently selected the former Republican Governor of New Hampshire, Chris Sununu to be their chief executive officer. The pending rule, first proposed in July, would revise the inspection standards for Boeing airplanes through a regulatory action called an “airworthiness directive.” These actions are akin to a product recall if inspectors find a defective piece of equipment on the plane, which could range from a malfunctioning air conditioner to a faulty engine — or, in the case of the 737 directive, cracks along the body of the plane’s main cabin. In response to such directives, airlines must first inspect the equipment in question before the plane can take off. Donate To The Lever Issuing airworthiness directives is considered a rare and serious move by the Federal Aviation Administration (FAA). “[Airworthiness Directives] are not as common as they should be,” said Bill McGee, Senior Fellow for Aviation & Travel at the American Economic Liberties Project. “If FAA issues an Airworthiness Directive, we can be certain that it was a last resort and the agency gave the company in question every opportunity to fix a particular mess.” This Boeing airworthiness directive goes further than usual; it doesn’t just call for routine inspections, but sets a more rigorous schedule for safety checks to evaluate Boeing planes moving forward. The directive is a response to recent reports from FAA inspectors who discovered cracks in several Boeing 737 jetliners well before the planes were technically due for maintenance checks. Based on these findings, the FAA has proposed more frequent inspections and tuneups earlier in the plane’s life cycle to ensure they’re safe to fly. Boeing, the planes’ manufacturer, submitted a public comment supporting the new rule. But the airline lobby pushed back on the safety standard because airlines flying the planes would primarily bear the cost of the additional inspections. In its public comment on the proposed airworthiness directive, the airline lobby argues that complying with the rules would “[create] unnecessary burdens for all stakeholders… potentially causing aircraft groundings and compliance delays.” The lobby’s letter also asks regulators to include an “alternative method of compliance,” a carve-out common in other airline safety regulations that effectively allows companies to self-regulate by creating their own alternative standards to comply with the law. The new directive comes amid heightened scrutiny for Boeing’s aircrafts after two of its newer 737 MAX airplanes crashed in 2019, killing 346 people and leading to a Department of Justice investigation. Then, last year, a fuselage door part flew off a Boeing airplane mid-flight after one of the company’s subcontractors allegedly ignored warnings about defective parts. “The fact that Boeing has been the subject of recent [airworthiness directives] tells us that Boeing is far from cleaning house and hasn’t fixed its chronic internal quality control problems,” said McGee. Airlines for America has historically opposed passenger safety actions on behalf of its clients. “The industry — including the airlines and suppliers led by Boeing… fights and lobbies very hard against any kind of [airworthiness directive] that grounds aircraft or otherwise affects a company’s financial health,” said McGee. Airlines for America has become particularly emboldened since the Trump administration took office. In response to a Department of Transportation request for information on deregulation, the lobby sent a 93-page comment letter in May outlining their wishlist at the agency. The letter not only demanded a rollback of Biden-era consumer protections for airline travelers but also effectively requested that the Trump administration wipe decades-old regulations off the books. For example, the letter requested that the Department of Transportation eliminate a rule mandating transparent pricing that gets rid of some hidden fees and shutter an agency division that helps consumers compare airlines based on average delays and fees. “There’s very little legal justification or rationale for these rollbacks… the airlines don’t want to protect passengers and instead blame regulators for their screwups, which is a lesson this admin will learn the hard way,” said a former senior official at the Department of Transportation during the Biden administration who requested anonymity to speak freely. But the Trump administration has taken steps to implement the industry’s wishes. In September, the Department of Transportation announced that it would roll back a Biden-era rule expanding a law passed by Congress last year requiring airlines to automatically refund passengers if their flights are canceled or experience extensive delays. The Department of Transportation has also refused to defend in court a Biden-era junk fee rule mandating that airlines disclose all baggage and cancellation fees up front to consumers. “They’re Finally Flying Without Fuel”: These Electric Planes Are Quietly Redefining Air Travel and Could End Jet Pollution Forever In a groundbreaking shift for the aviation industry, electric aircraft are taking flight, promising a future of cleaner, quieter, and more efficient air travel. Eirwen Williams 10/12/202547 Google News Illustration of Electric Aircraft Flying in the Sky. • IN A NUTSHELL🌍 The aviation industry is transitioning to electric aircraft, promising cleaner and quieter air travel. • 🔋 Advances in battery technology and lightweight materials are driving this revolutionary change. • ✈️ Innovative models like the Pipistrel Velis Electro and Eviation Alice are leading the charge. • 🌱 The future of aviation lies in sustainability, with regional carriers already investing in hybrid-electric aircraft. As the world continues to grapple with the environmental impact of fossil fuels, the aviation industry is undergoing a significant transformation. In 2025, electric planes are no longer just prototypes but are becoming a reality in the skies. From urban air taxis to regional jets, this new generation of aircraft is proving that clean, quiet, and efficient flight is attainable. Driven by advances in battery technology, lightweight materials, and hybrid propulsion, these innovative aircraft are setting new standards for sustainable air travel. Here, we explore some of the pioneering models leading the electric aviation revolution. The Game-Changer: Pipistrel Velis Electro The Pipistrel Velis Electro stands out as a groundbreaking achievement in the electric aviation sector. As the world’s first type-certified electric aircraft, this Slovenian-made, two-seat trainer is making waves. It generates 57.6 kW of power through its E-811 electric motor, achieving a cruise speed of 101 mph. The Velis Electro is designed for flight training and is operational in more than 30 countries, establishing a new standard for electric aviation. One of its most impressive features is its ultra-quiet operation at only 60 dBa, a stark contrast to traditional aircraft. Its 50-minute flight capability, coupled with zero emissions, makes it a compelling choice for those looking to minimize their carbon footprint. As a result, the Velis Electro is not only a technological marvel but a crucial step toward sustainable aviation. Eviation Alice: A Step Toward Sustainable Travel Developed in Israel, the Eviation Alice is a clean-sheet, all-electric passenger aircraft designed for efficiency and sustainability. It is powered by two magni650 electric propulsion units and completed its first flight in September 2022. Alice can carry nine passengers across distances ranging from 150 to 250 miles at a cruise speed of 253 mph. With a 95% composite airframe, Alice is a testament to cutting-edge engineering. Its design is not only about sustainability but also about redefining regional travel. Alice’s success in demonstrating the viability of electric-powered regional flights marks a significant milestone in aviation history. Its ability to offer cleaner, quieter, and more economical flights positions it as a model for the future of air travel. NASA X-57 Maxwell: Pushing Boundaries The NASA X-57 Maxwell was an ambitious project that aimed to showcase the potential of distributed electric propulsion. Though the program concluded in March 2024, it played a pivotal role in advancing electric aviation research. The X-57 featured 14 electric motors powered by a 460-volt battery system, targeting a 500% improvement in cruise efficiency and zero in-flight emissions. While the X-57 never took to the skies, the research and insights gained from the project have been invaluable. The knowledge acquired has helped pave the way for future generations of electric aircraft, illustrating NASA’s commitment to innovation and environmental stewardship in aviation. Heart Aerospace ES-30: The Future of Regional Air Travel Sweden’s Heart Aerospace ES-30 is redefining regional air travel with its hybrid-electric design. This aircraft combines electric and hybrid propulsion to offer a 108-nautical-mile all-electric range and up to 400 km in hybrid mode. The ES-30 is designed to seat 30 passengers, making it ideal for regional routes. With major carriers like United Airlines and Air Canada placing more than 250 orders, the ES-30 is set to make a significant impact on the aviation industry. Heart Aerospace aims for certification by the end of the decade, marking a major step toward sustainable regional aviation. The ES-30 exemplifies the innovative spirit needed to create a greener future for air travel. Beta Technologies ALIA CX300: A Vision of American Innovation Beta Technologies’ ALIA CX300 is a testament to American innovation in the electric aviation industry. Inspired by the Arctic tern, this five-passenger aircraft features a sleek 50-foot wingspan and a single rear-mounted pusher motor for maximum aerodynamic efficiency. With a range of 250 miles and rapid-charge capability, the ALIA is designed for regional freight and passenger missions. In May 2022, the ALIA demonstrated its endurance with a remarkable 1,400-mile cross-country flight, underscoring its technical reliability. This achievement highlights the growing feasibility of a nationwide electric aviation network. As the industry continues to evolve, the ALIA CX300 stands out as a pioneering model for the future of electric flight. The dawn of electric aviation is upon us, with each of these innovative aircraft playing a crucial role in shaping a more sustainable future. As battery technology, hybrid systems, and infrastructure continue to advance, the possibilities for electric aviation are expanding. The question remains: How will these advancements transform the way we think about air travel and our impact on the environment? After safety scares, turbine rechecks ordered on AI Boeing Dreamliners Shekhar Singh Tribune News Service New Delhi, Updated At : 06:46 AM Oct 13, 2025 IST In the wake of two recent mid-air technical incidents involving Air India’s Boeing 787 Dreamliners, the Directorate General of Civil Aviation (DGCA) has directed the airline to re-inspect the emergency power source, known as the Ram Air Turbine (RAT), on all aircraft where the power conditioning module (PCM) was recently replaced. The aviation regulator has also sought a detailed report from aircraft manufacturer Boeing, seeking clarity on global preventive measures after the un-commanded RAT deployment incident on one of Air India’s 787s. The move follows a stinging letter from the Federation of Indian Pilots (FIP) to the Union Civil Aviation Minister demanding the grounding of all Boeing 787s operated by Air India. The pilots’ body alleged “repetitive and worsening electrical malfunctions” on Dreamliners and called for a special DGCA audit of the airline’s maintenance operations. According to the FIP, the most recent scare occurred on October 9 when flight AI-154 from Vienna to Delhi, a Boeing 787 registered VT-ANO, was forced to divert to Dubai after its autopilot system abruptly failed mid-flight. The failure, the letter said, led to “a cascade of malfunctions” affecting the instrument landing system (ILS), flight directors (FDs) and flight control system, leaving pilots to manually fly the aircraft before diverting to safety. Just days earlier, on October 4, another Air India Boeing 787 operating the Amritsar-Birmingham flight (AI-117) experienced a sudden deployment of the RAT at around 400 ft during landing. While the pilots managed to land safely, the event raised fresh alarm within the aviation safety circles. A senior DGCA official confirmed that Air India has been instructed to re-inspect the RAT stowage on all aircraft with recently replaced PCM modules. “Further investigation is ongoing and Boeing has been asked to submit a comprehensive report on the preventive measures being implemented,” the official said. The RAT, a small turbine that automatically deploys during dual engine or total electrical failures, uses wind speed to generate emergency power for critical systems. The PCM, meanwhile, is a key component that regulates and distributes electric power from the aircraft’s generators to onboard systems. Following the October 4 incident, Boeing-recommended maintenance checks for un-commanded RAT deployment were completed and no discrepancies were observed. The aircraft was subsequently cleared and ferried back to Delhi on October 5, according to DGCA officials. Despite the regulator’s intervention, Air India has denied any electrical failure in its Boeing 787 fleet. The airline said the Vienna–Delhi diversion was caused by a “technical issue”, adding that passenger safety was never compromised. DGCA has also advised Air India to review the ‘D Check’ maintenance package, one of the most extensive overhauls in aircraft maintenance, to identify any procedural lapses linked to the PCM change. In its communication to Boeing, the regulator has asked for data on similar RAT deployment incidents reported globally across the 787 fleet, along with any service difficulty reports filed after PCM replacements. New Aviation Week Forecast Projects Record Engine MRO Growth Christian Albertson Antoine Fafard Brian Kough October 08, 2025 CFM Leap-family MRO is expected to expand at a 13% CAGR in the next decade. Credit: Mark Mercer/Alamy Stock Photo Preliminary outlooks from the Aviation Week Network’s upcoming 2026 Commercial Fleet & MRO Forecast reveal that the global fleet is expected to grow by a compound annual growth rate of 3% in 2026-35. After more than 21,000 new aircraft deliveries, retirements and freighter conversions, Aviation Week’s 10-year outlook of the air transport industry shows that active in-service commercial aircraft will grow to 45,000 units by the end of 2035 from a little more than 34,600 in 2026. Aftermarket MRO requirements will grow to more than $1.6 trillion during this time. North America’s share of the world’s fleet is expected to decrease to 23% in 2035 from 28% in 2026. Meanwhile, India’s fleet share is forecast to increase the most, rising to 6% of the fleet in 2035 from 3% in 2026, reaching more than 2,500 units. The global narrowbody fleet is projected to experience the largest increase at a compound annual growth rate (CAGR) of 4.5%, while the widebody segment is forecast to grow by a 2.4% CAGR. Narrowbody types are likely to expand their dominance over this period, growing to 70% of the fleet in 2035 from 60% in 2026. The landscape of commercial engines is forecast to transform as next-generation technology platforms begin flying. By 2030, CFM International Leap engines are projected to overtake the presence of CFM56s in the air and continue to expand their lead as more come into service while the older types are gradually replaced. The Leap family, powering Boeing 737s and Airbus A320s, is projected to expand at a rate of 13% CAGR, while the competing Pratt & Whitney geared turbofan powerplant used on Airbus A320, A220 and Embraer ERJ aircraft is expected to grow at a 10% CAGR. MRO requirements are forecast to increase in step—aftermarket MRO at a 3.2% CAGR, totaling $1.6 trillion during the same 10-year period (without inflation). The share of engine maintenance compared with overall MRO demand is projected to rise to a new high, and the MRO share for engines is forecast to reach 53% after growing faster than other MRO categories. Unscheduled narrowbody engine OEM upgrades to address time-on-wing durability issues for new entrants are expected to continue in 2026 and 2027, causing demand estimated at $5.1 billion. India and the Middle East are forecast to stand out for above-average growth in regional MRO demand, showing CAGRs of 12% and 5%, respectively. US & Europe Test Giant Next-Gen Jet Engine That Could Change Aviation Welcome back to the Fluctus Channel, where we explore the latest in military aviation and naval innovation, from GE and Safran’s next-gen jet engines to joint U.S.-Dutch maritime operations, carrier interoperability, and stealth ship technologies. The U.S. Air Force suspends the upgrade of its C-130H Hercules fleet with the NP2000 composite propeller system Por Redacción Note: See photos in the original article. 9 October, 2025 In a significant development for its C-130H Hercules fleet, the U.S. Air Force has decided to suspend the upgrade program that aimed to equip the aircraft with the modern NP2000 composite propeller system. The integration of this system would have provided improvements in thrust, fuel efficiency, and maintenance requirements. The decision reportedly stems from a desire to redirect funds toward the procurement of new C-130J models, amounting to approximately $24 million originally allocated for the upgrade project. Further details were revealed in a recent budget reallocation document issued by the Pentagon and published on September 29. A passage from the document states: “Funds are available for transfer to the Defense Modernization Account, Defense-Wide, from a congressional increase for the C-130H NP2000 Eight Bladed Propeller due to the completion of the modification effort for the fleet. Efficiencies in quantity were achieved due to additional C-130J procurement, which reduced the number of C-130H NP2000 Eight Bladed Propeller modifications required as remaining unmodified C-130Hs will be divested.” According to the most recent Air Force budget request, the service had already installed the NP2000 composite propeller system on about 90 C-130H aircraft by June 2025, though it remains unclear whether additional units have been upgraded since then. Originally, plans from 2021 called for the modernization of 140 aircraft in total to extend their service life, as the H-model fleet has been in operation since the 1970s. Un C-130H equipado con el sistema de hélices original de cuatro palas In addition to these aircraft, the Air Force also upgraded its 10 LC-130H variants, which feature special configurations for polar operations. Outside the Air Force, the U.S. Navy likewise incorporated the NP2000 propeller system on its C-130T transport and KC-130T tanker aircraft—both derived from the H model. The Navy was already familiar with the system, as it had been installed on its E-2C and E-2D Hawkeye early warning aircraft and its C-2 Greyhounds. For context, the now-suspended upgrade program was first conceived in the 2010s, alongside an avionics modernization effort for the C-130H. At the time, it was claimed that the new propeller system would deliver up to 20% more thrust, allowing the aircraft to operate from runways up to 300 meters shorter under ideal conditions, while also reducing fuel consumption. Contractor Collins Aerospace noted that the NP2000 system reduced vibration compared to the original propellers, resulting in quieter operations and lower maintenance needs. Looking ahead, the Air Force will focus on acquiring the more advanced C-130J models, which come equipped with AE-2100 turboprop engines manufactured by Rolls-Royce and six-bladed propellers. According to defense analysts, the service will gradually retire its remaining C-130H aircraft, with projections indicating that by 2029, the fleet will have been reduced to around 61 units. Army scrutinizes supply chain risks to deliver MV-75 aircraft by 2027 By Jen Judson Oct 13, 2025, 12:00 PM The Bell V-280 Valor, developed for the Army's Joint Multi-Role Technical Demonstrator program as a precursor to the FLRAA. (Courtesy Bell/DVIDS) The U.S. Army has conducted a thorough assessment of supply chain risks to build the Future Long-Range Assault Aircraft, the MV-75, and is aiming to deliver the prototype aircraft in fiscal 2027, the program executive officer for Army aviation, Brig. Gen. David Phillips, told Defense News in a recent interview. Following calls from Army senior leaders to dramatically accelerate the MV-75’s fielding, plans conveyed earlier this year to hit production of the advanced tiltrotor by FY28 still stand, according to Army aviation leadership in the same interview. Textron’s Bell won the contract to build the aircraft in late 2022, beating out a Lockheed Martin’s Sikorsky and Boeing team. “I think that is fundamental to any of these accelerated efforts that the supply chain has to be energized. They have to be all leaning forward together,” Phillips said. “We went down and we visited a lot of suppliers to make sure they could accelerate. Everybody from the landing gear suppliers to the … engine suppliers, Bell’s internal supply chain for their drive system, we want to make sure that all that could accelerate as well.” While the supply chain is looking ready to accelerate, it still poses the “highest risk” to moving quickly, Phillips emphasized. While speeding up any major procurement program contains substantial risk, Army aviation leaders and Bell say the program is unique in the sense that significant risk was driven down through digital design, engineering and a technology demonstration effort, where it flew the V-280 Valor tiltrotor for over 200 hours. “We intend to deliver the prototype aircraft in FY27, earlier is better, and then in FY28, going into production,” Phillips said. “We genuinely think we can get there. The goals are realistic; they don’t come without some risk.” The Army plans to complete the critical design review phase in 2026 and will then begin ramping up hardware production, Phillips said. Even so, Bell has a long list of parts that are already in production, he said. And Bell has also decided to build the aircraft’s fuselage in-house at its facilities in Wichita, Kansas. The training base is also beginning to take shape. The U.S. Marine Corps delivered an MV-22 tiltrotor to Fort Rucker, Alabama, where the Army trains its aviators, “a couple of months ago,” Maj. Gen. Clair Gill, the Army Aviation Center of Excellence commander, told Defense News. And Army aviators are both learning on the Marines’ simulator and flying the aircraft with them, he added. The acceleration effort has not resulted in any change to the requirements the Army has already defined for its future aircraft. “We’re not trading any requirements to go faster,” Brig. Gen. Cain Baker, who is in charge of the service’s future vertical lift efforts, said. “The right to repair, [modular open system architecture], speed, range, sustainability aspects — all of that remains the same,” he said. “We have not come off of any of those requirements and Bell has not come back at all asking to come off those requirements,” Baker said. The Army is also not making compromises to safety, Phillips emphasized. Finnair Cancels Roughly 40 Airbus A321 Flights Due To Seat Covers Washed With Water by John Ollila October 13, 2025 2 • Finnair had to take eight Airbus A321 aircraft offline due to a potential fire hazard with its improperly cleaned passenger cabin seat covers. These covers had been washed with water that had not been certified as the proper cleaning method to ensure fire protection. You can access Finnair here. Finnair estimates that it must cancel roughly 40 flights on Monday evening and Tuesday, pending the rectification of the issue with these seat covers. The airline cannot be sure when these aircraft can return to service, as the required inspections must be carried out first. The cancellation of these flights affects approximately 5,000 passengers, who are then eligible for EC 261/2004 compensation and Duty to Care, as the improper handling of aircraft cleaning falls within the airline’s control. Finnair’s Notice: The impact of temporary suspension of eight Airbus A321 aircraft operations on our flights Finnair has had to cancel some flights due to additional inspections on eight Airbus 321 aircraft. 13.10.2025 We have temporarily suspended operations of eight A321 aircraft from our A320 fleet. As part of our ongoing airworthiness monitoring, we have observed that the seat covers in the cabin seats have been washed with water, and the impact of this cleaning method on fire protection has not been properly verified. This situation will affect the operation of approximately 20 flights per day, and we will need to cancel flights starting from Monday evening and continuing into Tuesday. We are very sorry for the uncertainty and harm this situation may cause you, and we will do our best to minimise the impact on your journey. Note from CL&A LLC Editor: This article continues with a list of affected flights and additional technical data, not presented herein. Please see the original article for these data. Boeing and Aeroxchange Introduce Secure Digital Parts Authentication for Aviation Published on October 14, 2025 Boeing has collaborated with Southwest Airlines and Aeroxchange Ltd. to develop a new standard in aerospace parts authentication, and has announced the first digital 8130-3 certificate in the industry. The digital solution improves the security of the supply chain by blocking the introduction of unapproved spare parts into the aerospace aftermarket, a significant advancement for safety in aviation. Revolutionizing Part Authentication and Supply Chain Security The digital 8130-3 certificate, an electronic version of the FAA-regulated 8130-3 Authorized Release Certificate, was successfully used for the first time during a parts shipment from Boeing’s repair services centre in Davie, Florida. The digital certificate replaces the traditional paper-based form with a secure, encrypted digital file that ensures authenticity and integrity. It also verifies the identity of the authorized signer, streamlining part verification and increasing transparency in the aviation supply chain. This milestone shipment, which involved a battery serviced at Boeing’s product repair center, was received by Southwest Airlines at its Dallas facility. The airline verified the part’s authenticity and airworthiness using the new digital process, marking a crucial step in enhancing aviation safety and supply chain reliability. Boeing’s leadership in this initiative highlights its commitment to advancing aerospace supply chain security and improving operational efficiency across the aviation industry. By leveraging blockchain-ready technology, X.509 security protocols, and public/private key encryption, Boeing and its partners have developed a tamper-proof, immutable system to track the entire lifecycle of aerospace parts. This digital 8130 certificate offers a verifiable, secure digital record, ensuring that all parts remain compliant and authentic throughout their usage. A Step Toward a Safer and More Secure Aviation Industry The digitalization of the 8130-3 certificate will have a profound impact on aviation operations, as it provides a more efficient way to track and verify parts from suppliers to end-users. This secure system will not only streamline the parts certification process but also reduce administrative burdens, enhance supply chain transparency, and minimize the risk of introducing counterfeit or unapproved parts into the aviation ecosystem. Southwest Airlines, a long-standing partner in this project, expressed its pride in being part of this significant development. By adopting electronic forms for part authentication, the airline is reinforcing its safety-first culture and commitment to innovation. The airline is confident that the new system will benefit not only its internal operations but also the entire aviation industry, providing a more secure and effective method of handling aerospace parts. Textron Debuts Safeaero 220E Electric Deicer for Wide Range of Aircraft The all-electric aircraft deicer combines lithium battery power with one-person operation and advanced fluid management technology. Jenny Lescohier Oct. 7, 2025 As aviation ground operations continue adapting to industry-wide demands for sustainability, efficiency and cost savings, equipment manufacturers are responding with new solutions designed to reduce emissions and streamline ramp activities. Textron GSE has introduced its latest entry in this space: the Safeaero 220E, an all-electric aircraft deicer that combines lithium battery power with one-person operation and advanced fluid management technology. Unveiled for international markets and CE-certified for use in Europe, the 220E marks a significant step for Textron’s Safeaero line, which has long been recognized for deicers capable of servicing both widebody aircraft and smaller fleets. By adding a lithium-electric drivetrain to the platform, Textron is signaling the company’s intention to bring deicing into alignment with broader electrification trends already reshaping ground support equipment (GSE) fleets worldwide. Leadership perspective Morgan Gresens, Vice President and General Manager of Textron GSE, said the 220E represents the latest stage in the company’s effort to update its flagship deicer platform, and it was featured at the International GSE Expo in Las Vegas in September. “This is taking our 220 product and electrifying it, and it has been out on demo with many customers,” Gresens explained. The company offered attendees a chance to see the unit up close at the show’s outdoor Demo Zone, where operators could climb into the cab and test the boom controls. For Textron, the demonstration was an opportunity to showcase not only the 220E’s design but also its operating endurance. “We’re most proud that our vehicle can run just like a diesel-powered unit,” Gresens noted. “It can withstand a full day of de-icing before it has to be charged again. It’s a true single-operator deicer, meaning you drive it and de-ice from the cabin. "What we’ve done is we’ve continued to invest in that technology, invest in upgrading it, and now we’ve electrified it,” she said. One-person operation One of the defining aspects of the 220E is its true single-operator capability. From within the cab, a single operator can drive, position and spray, eliminating the need for a second crewmember on the ground. The machine is designed for maneuverability and reach. The cab-mounted boom offers a maximum nozzle height of 65.6 feet (20 meters), enabling service of widebody aircraft tails. The swing reach of 45.9 feet (14 meters) and telescoping arm range of 13.1 to 27.2 feet (4 to 8.3 meters) give operators flexibility across a diverse mix of aircraft, from business jets to long-haul airliners. The system includes a four-mode nozzle control, allowing spray patterns to be adjusted to match different airframes and conditions. For detail work, a ground gun with a 32-foot hose reel provides precise application in hard-to-reach areas. This single-operator approach is aimed at reducing labor demands on already stretched ground handling teams while maintaining consistency in fluid application. Electric powertrain and charging At the core of the 220E is a dual 109 kWh lithium nickel manganese cobalt (NMC) battery system, providing a total capacity of 218 kWh. Power is delivered through a liquid-cooled, high-torque AC motor, which Textron designed to deliver the necessary force for both driving and spraying operations. The system supports 22 kW AC onboard charging as well as 120 kW DC fast charging, which gives operators flexibility depending on airport infrastructure. While electric power has been a growing presence in tugs, belt loaders and baggage tractors, its use in large deicers has been limited until now. Bringing a high-capacity electric drivetrain to a machine of this scale demonstrates both the maturity of battery technology and the pressure on operators to reduce emissions at airports subject to sustainability mandates. Fluid management and Intellimix technology Beyond the power source, the 220E incorporates Textron’s Intellimix fluid management technology, designed to minimize waste and cut operating costs. Traditionally, deicers flush fluid lines between different mixtures to maintain quality, which consumes both fluid and water. Intellimix eliminates the need for flushing by circulating and heating fluids while mixing them at the nozzle. The result is more precise blending of Type I and Type IV fluids and less wasted product. For airlines and service providers, the potential savings in glycol consumption are significant. Deicing fluid is among the more expensive consumables on the ramp, and reductions in use translate directly into cost control. There are also environmental benefits: less fluid sprayed means less runoff to capture and treat. The 220E carries a tank capacity of 2,232 gallons (8,450 liters), or 1,902 gallons (7,200 liters) with a heater, giving it the volume needed for sustained operations in busy hubs. Operator experience and connectivity Inside the cab, the 220E takes cues from the automotive world. Automotive steering controls are designed to simplify training and reduce the learning curve for new operators. The unit also includes wireless data transfer and remote diagnostics, features increasingly common in next-generation GSE. These capabilities allow maintenance teams to track performance, monitor for emerging issues, and even conduct troubleshooting without taking the machine offline. For deicers, which often see intense seasonal demand followed by long idle periods, such monitoring can help extend service life and ensure readiness when winter weather arrives. From an operations perspective, the ability to remotely monitor status across a fleet of deicers could enable more precise allocation of equipment and reduce unexpected downtime. Broader industry context The Safeaero 220E enters the market at a time when airports and airlines are under mounting pressure to decarbonize ground operations. European airports, in particular, face regulatory frameworks that encourage or mandate the reduction of fossil-fuel-powered equipment on the ramp. North American airports are also moving in this direction, with incentives and funding programs supporting electric GSE adoption. Electric deicers present additional complexities compared to smaller vehicles, given their higher energy demands and fluid heating requirements. Textron’s approach with the 220E - large dual battery packs, liquid cooling, and fast-charging support - signals that these challenges are increasingly surmountable with current technology. Another factor is workforce efficiency. Ground handling providers across regions continue to report labor shortages, especially during peak seasons. A single-operator deicer reduces staffing requirements while keeping aircraft turnaround times on schedule, aligning with operational priorities at busy airports. Looking ahead While Textron has not yet disclosed specific customer launch partners for the Safeaero 220E, the unit’s CE certification positions it for early adoption in European markets where sustainability requirements are most pressing. Broader rollout is expected as more airports and airlines pursue electrification strategies. For ground support professionals, the 220E offers a glimpse into the evolving role of electric technology in high-demand, heavy-duty applications. It combines sustainability benefits with practical design choices intended to reduce costs and streamline operations, two of the primary drivers for GSE purchasing decisions. As the industry prepares for another winter season, equipment like the Safeaero 220E reflects both the challenges and opportunities ahead: balancing safety and reliability in deicing operations while advancing toward a lower-emission future. Safran Gears Up For Surge In Leap Parts Repair Demand Thierry Dubois November 04, 2024 Credit: UK Aviation Media / Alamy Stock Photo BRUSSELS—As the CFM Leap engine fleet grows and its manufacturers GE Aerospace and Safran Aircraft Engines form a network of maintenance, repair and overhaul (MRO) sites, Safran is creating capacity for parts repair. Close to 4,000 Leap-equipped aircraft are in service and that number will double by 2030, according to Safran. While the company intends to put in place most of its facilities for engine shop visits between 2025-28, it anticipates demand for parts repair to grow slightly later. Expanding the parts repair network will continue after 2030, Nicolas Potier, Safran Aircraft Engines EVP for customer support, services and MRO, said Oct. 29 during a visit to the Safran Aircraft Engines Services Brussels facility. The scope of repairs widens as the engine matures and engineers have to perform maintenance work in a growing portion of the engine, he said. “The more we can repair parts, as opposed to replacing them with new parts, the more competitive we are in maintenance operations,” he said. “Therefore, we need to build a parts repair network, in parallel to an engine maintenance network ... Our strategy is for each family of component to have repair sources in three regions: the Americas, Asia-Pacific and, third, Europe, the Middle East and Africa.” Potier thus echoed Safran CEO Olivier Andries, who said during an Oct. 25 analyst call, “We have decided to be a strong player in repair capabilities.” Safran is developing more than 250 repair processes per year. To start with, Safran is building on existing CFM 56 repair capabilities. Safran sites in Chatellerault, France, and Queretaro, Mexico, are thus expanding their skills to the Leap engine. Two joint ventures are adding Leap repair know-how, too: Ceramic Coating Center with MTU Aero Engines, in Chatellerault and PTI with GE in Miramar, Florida. Leap production sites will add repair expertise. That will be the case for composite fan blades in Commercy, France, and Queretaro. In addition, Safran’s plan to open a turbine blade manufacturing site in Rennes, France, in 2027 now has a parts repair dimension. The company anticipates a capacity of 36,000 repaired parts per year. In Mentor, Ohio, Safran is in the process of taking over Component Repair Technologies. The company specializes in casing repairs and Safran expects the acquisition to close by year-end. Curt Lewis