November 19, 2025 - No. 47 In This Issue : FAA expands emergency airworthiness directive to DC-10s : New KC-46 vision system begins test flights, as Boeing eyes more Gulf sales : FAA Proposes Boeing 777, 787 Safety Fixes : Largest Engine in the World Tested for This Extreme Durability : GE Studies 747 Flying Testbed ‘Dust Buster’ Plan For GE9X In Dubai : GE Pursues Small Turbofan Development For CCA : China tests new supersonic jet engine, delivers unprecedented thrust, efficiency, speed : Blue Angels’ “Fat Albert” to Undergo Center Wing Box Replacement in the UK : ASELSAN redefines helicopter modernization for the next generation : Sustainable Jet Fuel Developer Moves Priority From SD to ND Amid Summit Pipeline Delays : Boeing has a carbon emissions problem. Startup Charm Industrial is cleaning up. FAA expands emergency airworthiness directive to DC-10s Share this article Ian Petchenik • Updated: November 15, 2025 • FAA issues emergency airworthiness directive for DC-10s & MD-10s • FAA says these aircraft have same unsafe condition as MD-11s • EAD requires inspections and corrective action before further flight The FAA has expanded its emergency airworthiness directive regarding MD-11 engine pylons to include predecessor DC-10 aircraft. The FAA finds these aircraft are subject to the the same unsafe condition as exists on the MD-11 and MD-11(F). The engine-pylon structure of the Model MD-11 and MD-11F airplanes is similar in design to that of the Model MD-10-10F, MD-10-30F, DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, and DC-10-40F airplanes. -FAA Read the full EAD Which aircraft are affected? Practically speaking, based on Flightradar24 data for operational aircraft, the expanded airworthiness directive affects eight (8) additional aircraft. These are the aircraft that have operated within the past month. Two 10 Tanker DC-10s, N603AX and N522AX, are already undergoing heavy maintenance checks. See the list of affected aircraft in the table in the original article. New KC-46 vision system begins test flights, as Boeing eyes more Gulf sales Boeing defense chief Steve Parker also disputed that cost disputes drove a decision by the US Air Force to cancel the E-7 Wedgetail program, which has now led to NATO reversing plans to buy the aircraft as well. By Michael Marrow on November 16, 2025 1:13 pm Note: See videos and photos in the original article. DUBAI AIRSHOW — Boeing has flown a new vision system on the company’s troubled KC-46 Pegasus air refueler for the first time, the firm’s defense chief revealed today, a key step toward resolving an issue that has plagued the platform for years. Speaking during a roundtable with reporters ahead of the Dubai Airshow here, Steve Parker also disputed that cost increases influenced the US Air Force’s decision to ditch Boeing’s E-7 Wedgetail, emphasizing that questions over capability alone drove a rupture whose ripple effects have seemingly prompted NATO to similarly abandon aspirations for the radar plane. According to Parker, the flight testing for the KC-46 took place “yesterday” in the Seattle area, a manufacturing hub for the aerospace giant where the KC-46 is produced. Flight testing is critical for demonstrating a system’s maturity in operational environments, but like any development work carries risk of unwelcome discoveries. “It’s very rainy days, as sometimes it is in Seattle, but that’s the first flight with the new remote visual system. So that’s a huge milestone for the program,” Parker said. Although officials reportedly hoped to field it in 2023, the upgrade for the KC-46’s vision system, dubbed RVS 2.0, has been delayed several times and is now expected in 2027. In the meantime Boeing has been delivering Pegasus refuelers with what the Air Force dubs RVS 1.5 that carries some improvements over the 1.0 version. The current RVS needs to be replaced with its 2.0 successor, officials say, because of deficiencies that impede its performance. Unlike legacy tankers where boom operators peer out a window to guide telescopic refueling rods to receivers, operators in the Pegasus use cameras and remote controls. But the system struggles with dynamic lighting, where nighttime refuelings can be difficult to see or daytime runs can be washed out by sunlight. RVS also has issues with depth perception, adding risk a boom operator could strike an aircraft during a refueling run. To address these problems, which are both rated by the Air Force as Category 1 deficiencies, RVS 2.0 will upgrade the aircraft’s two long-wave infrared and two visible spectrum cameras and add a set of visible spectrum cameras for a total of six separate lenses. Visual issues aren’t the only woes facing the aircraft, which has several other open Category 1 deficiencies that both the US Air Force and Boeing are working to resolve. However, despite issues with the tanker, the Air Force announced earlier this year that it would forego a near-term competition to procure another tanker design and simply buy more KC-46s from Boeing. Bernd Peters, Boeing defense’s vice president of business development and strategy, said during the roundtable that the KC-46 is a top product the company is pitching in the Middle East along with others like the T-7 Red Hawk training jet and autonomous systems. Referencing an announcement earlier this year that Qatar is seeking to buy the Pegasus, Peters said more customers could be forthcoming. “[A]t the appropriate time, we’ll be able to discuss that. But for now, we still feel pretty bullish on KC-46 in the region,” he said. FAA Proposes Boeing 777, 787 Safety Fixes FAA issues safety directives for 165 Boeing 787 and 340 Boeing 777 jets in the U.S., targeting MCP and landing gear pump issues By Anurag Sharma November 16, 20253 Mins Read Photo: Clément Alloing WASHINGTON- Airlines operating Boeing 787 jets from the US Hubs are being asked to replace mode control panels (MCP) following reports of uncommanded altitude changes. The Federal Aviation Administration (FAA) has proposed critical safety directives affecting Boeing 787 aircraft operating in the United States. The directive is aimed at preventing potential controlled flight incidents. Photo: American Airlines FAA Proposes 787 Safety Fixes Boeing 787s that are being operated from hubs such as Seattle-Tacoma International Airport (SEA) and Boston Logan International Airport (BOS) are one aircraft types to have received the directives. The FAA’s proposed airworthiness directive for the Boeing 787 covers all U.S.-registered variants, including -8, -9, and -10 models, totaling 165 aircraft, reported Flight Global. Reports indicate the MCP, manufactured by Honeywell, can cause uncommanded changes to the selected altitude due to software malfunctions and electrical power irregularities. Operators are required to follow Boeing’s April service bulletin to replace the faulty panels. Failure to comply could result in controlled flight into terrain or traffic conflicts. The FAA estimates the replacement cost at $405,000 per aircraft, although Honeywell may cover part of this expense under warranty. Public feedback on the proposal is open for 45 days following 17 November. Photo: Clément Alloing 777 Landing Gear Recall Similarly, Boeing 777 operators must replace main landing gear pumps after a wheel well fire raised safety concerns. The Boeing 777 fleet, comprising 340 U.S.-registered jets, faces a separate FAA directive after a wheel well fire caused by an overheating alternating current motor pump (ACMP). Investigations revealed a missing lock washer and nut in the electrical load control unit, which allowed two-phase power to reach the pump, leading to overheating and hydraulic fluid leakage. Boeing issued a service bulletin on 11 September recommending operators inspect records and replace ACMPs with modified pumps that include fusible links to prevent future overheating. The FAA requires airlines to follow these procedures to ensure flight safety. Comments on this proposed rule are also being accepted from the public. Photo: DJs Aviation Industry Impact These directives reflect growing attention to both electronic and mechanical safety systems in commercial aviation. Airlines must act swiftly to implement repairs to avoid potential incidents and comply with regulatory requirements. While costs are significant, the directives aim to protect passengers, crews, and the broader aviation network from preventable hazards. Photo: Alaska Airlines Bottom Line The FAA’s twin directives targeting the Boeing 787 and 777 fleets highlight the importance of proactive maintenance and regulatory oversight. By replacing faulty MCPs and ACMPs, operators reduce risks of altitude errors and wheel well fires, enhancing overall flight safety. Both directives remain open for public comment, giving industry stakeholders a chance to provide input before final rules are enacted. 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 Largest Engine in the World Tested for This Extreme Durability Engineers spray these particles onto GE9X components at simulated velocities, accumulating over 1,600 cycles in the initial 2022 campaign and planning a third series in 2025. By Kevin Derby November 16, 2025 Note: See photos in the original article. OHIO- GE Aerospace engineers push the boundaries of engine durability by simulating Middle Eastern desert dust in Ohio test cells, targeting the GE9X, the world’s largest commercial jet engine, for Boeing 777X aircraft. This effort directly addresses demands from Emirates (EK), the Dubai-based carrier, with over 200 firm orders for the twin-engine widebody. The GE9X delivers a record 134,300 pounds of thrust and 10% better fuel efficiency than the GE90 predecessor, but GE Aerospace prioritizes resilience against fine sand particles in routes from Dubai International Airport (DXB). Multiple test campaigns, including a second round underway as of late 2024, validate upgrades before the 777X’s entry into service in 2027. Photo- GE Aerospace GE Aerospace Test GE9X Dust Durability GE Aerospace replicates Arabian Desert conditions at its Peebles, Ohio, facility, engineering custom dust mixtures to match the chemistry and particle size encountered during takeoffs from DXB. Engineers spray these particles onto GE9X components at simulated velocities, accumulating over 1,600 cycles in the initial 2022 campaign and planning a third series in 2025. This early testing, conducted years before certification, builds on 15 years of lab data and millions of field hours from prior engines like the GEnx and CFM LEAP. Carlos Perez, vice president of commercial engine systems engineering, notes the precision stems from GE Aerospace’s 2.3 billion global flight hours, enabling predictive modeling of dust erosion on turbine blades and combustors. These trials have doubled time-on-wing metrics for similar engines in hot, dusty environments, with fixes targeting high-pressure turbine airfoils and coatings to prevent buildup. For the GE9X, lightweight ceramic matrix composites and 3D-printed parts undergo validation under escalating heat and debris loads, ensuring compliance with Emirates’ (EK) stringent reliability standards for long-haul operations. Photo: FRAME | YouTube Upgrades from Proven Platforms Lessons from the GEnx engine, which powers Boeing 787 Dreamliners and entered service in 2011 with 15% fuel savings over the CF6, inform GE9X enhancements. Engineers repositioned cooling holes on GEnx high-pressure turbine blades by mere micrometers and applied resilient coatings to combustors, boosting durability in Middle Eastern fleets. A GEnx unit operating since 2021 recently exceeded 4,000 cycles without a major overhaul, thanks to these tweaks and the 360 Foam Wash system that clears internal debris. Similarly, CFM International’s LEAP engine, used on Boeing 737 MAX and Airbus A320neo, benefits from “turn on, turn off” cycling tests in Cincinnati, Ohio, comparing dusty versus clean runs. These yield over twofold increases in on-wing time for LEAP-1B variants by 2026, with hardware like improved seals directly transferable to GE9X. Alisha Kalb, commercial engine systems engineering leader, emphasizes that 30,000+ total cycles on the GE9X, including 9,000 endurance runs, accelerate maturity and reduce post-service disruptions for operators like Qatar Airways (QR) and Etihad Airways (EY). Photo- GE Aerospace Future-Proofing with RISE GE Aerospace integrates durability into next-generation programs like the CFM RISE demonstrator, which has logged 3,000+ endurance cycles on hot-section blades while testing Open Fan architecture for 20% fuel savings. Early dust trials on RISE turbine airfoils, the soonest ever in development, balance efficiency with sand resistance using advanced cooling and composites, as explained by Arjan Hegeman, vice president of future flight technologies. To support Middle Eastern growth, GE Aerospace invests $50 million in a new 120,000 sq.ft. maintenance, repair, and overhaul facility at Dubai South’s Mohammed Bin Rashid Aerospace Hub, set for completion in Q1 2027. This expansion from the existing 29,000 sq.ft. site will service GE9X and LEAP engines on-site, minimizing downtime for Emirates (EK) and others. Cristina Seda-Hoelle, GE9X general manager, affirms confidence in meeting Emirates’ feedback, with Federal Aviation Administration approval for extended twin operations targeted for early 2026. Photo: GE Aerospace Defense and Legacy Engine Advances GE Aerospace’s Defense & Systems unit applies similar rigor to military platforms. The F110 engine, powering F-16 fighters, features 92% upgraded parts since 1984, including LEAP derived cooling that extends time-on-wing to 750 hours in sandy theaters. The T700 helicopter engine surpasses 100 million flight hours with inlet particle separators and doubled hot-section life in the T700-GE-701D variant, enduring extreme temperatures. These innovations align with GE Aerospace’s FLIGHT DECK model, which drives continuous improvements customer-first. As Mohamed Ali, senior vice president and chief technology officer, states, simplicity in design, like fewer parts for easier maintenance, underpins long-term reliability, ensuring safe returns for passengers on routes from DXB to global hubs. 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 GE Studies 747 Flying Testbed ‘Dust Buster’ Plan For GE9X In Dubai Guy Norris November 16, 2025 Credit: GE Aerospace DUBAI—As part of extensive preparations for entry-into-service of the Boeing 777-9 in the Middle East, GE Aerospace is studying a potential deployment of its 747-400 flying testbed equipped with a GE9X engine to the Gulf in early 2026. The plan, which GE Aerospace says is yet to be confirmed, is believed to involve basing the 747 in the region for several weeks. Flights are expected to replicate an airline-like tempo and will verify the operability of the GE9X with the latest upgrades. The campaign is also designed to validate results from dust-ingestion ground tests, the latest phase of which is currently underway at the company’s evaluation site in Peebles, Ohio. The 747 testbed rarely travels outside the U.S. apart from maintenance visits. If deployed, this is thought to be the first time it will have participated in a pre-entry-into-service (EIS) campaign of this type. The evaluation engine, mounted in the No.2 inboard position on the left wing, will incorporate the newest production-build standard. GE completed the first dust-ingestion test campaign for the GE9X in 2022 after amassing more than 1,600 engine run cycles. The latest ground tests in Peebles have used a bespoke GE-developed talcum powder-like particulate mixture that closely resembles the suspended dust found in the harsh operating environments of the Middle East. A version of the same mixture was developed for similar tests on the CFM Leap-1 engine where it was injected into the inlet using a specially developed array. A larger version of the same array design is being used to distribute dust evenly into the GE9X’s 134-in.-dia. fan. “We'll run a third [dust ingestion] test next year,” GE9X General Manager Cristina Seda-Hoelle says. “It's all about perfecting and maturing the design as much as possible ahead of EIS. For perspective, in the past, we would have done this type of testing five to six years after EIS,” she adds. GE Aerospace is meanwhile preparing to file final reports to the FAA to approve the GE9X for extended twin-engine operations (ETOPS) on the 777-9. “We completed the test successfully,” Seda-Hoelle says. “Over the summer we disassembled the engine and laid out all the hardware. We brought the FAA in to inspect the hardware, and then we invited both customers and potential customers to come in and view the hardware for themselves.” “Right now, we're working on submitting the final certification reports to the FAA by the end of this year,” Seda-Hoelle says. ETOPS certification is expected to be approved “by early 2026,” she adds. The engine-maker meanwhile points out that upgrades it made to improve the resistance of the GEnx-1B high-pressure turbine (HPT) blade to dust-related—or calcium-magnesium-alumino-silicate (CMAS)—issues are bearing out in service on the 787. “This new upgraded blade has just surpassed 4,000 cycles in the region on our fleet leader engine, and it's still flying,” says Carlos Perez, vice president of Commercial Engines Systems Engineering at GE Aerospace. “In neutral environments, our fleet leader is at 6000 cycles and continuing to fly. So this is what really provides us with significant confidence in our capabilities and the products that we're putting out for our customers,” Perez says. GE Pursues Small Turbofan Development For CCA Steve Trimble November 11, 2025 GE wants to expand beyond its portfolio of small turbofans beyond the GEK800 (above), which is being tested. Credit: GE Aerospace GE Aerospace is developing a small turbofan engine for midsized Collaborative Combat Aircraft (CCA) that are now in high demand by militaries worldwide, Chief Financial Officer Rahul Ghai said Nov. 11. The new engine would fill a gap between the 800-1,500-lb.-thrust family of engines now being developed under a GE joint venture with Kratos Turbine Technologies (KTT) and GE’s own portfolio of large turbofans for the commercial aircraft market, which can be adapted for military applications. After mentioning the joint venture and commercial engine derivatives, Ghai told the Baird Global Industrial Conference that GE is working on another engine development. “And then we are working in the middle range,” Ghai said. “We’re developing our own engine that goes from like 1,500- to 5,000-lb. thrust.” GE is currently developing the GEK800 and GE-K1500 turbofans for cruise missiles and CCAs in a joint venture with Kratos Turbine Technologies, seeking to field a family of engines between around 800- 1,500-lb.thrust. But the new engine project is independent of the joint venture and solely a GE program, a GE spokeswoman tells Aviation Week. The joint venture between GE and KTT covers a thrust range up to 3,000-lb. thrust, the spokesperson added. Ghai cited last week’s call by Defense Secretary Pete Hegseth for contractors to invest in new products that the military needs and deliver them as rapidly as possible. “We are keen to kind of invest on our own, which is what Secretary Hegseth said last week, is that his hope that the industry is investing,” Ghai said. “That is what we are doing. We are ensuring that we have off-the-shelf products [and so], depending on whichever way both U.S. military or international armed forces want to go, we have an engine on that.” The targeted thrust bracket puts GE in competition with Williams International’s FJ33 and FJ44 series of turbofans, as well as Pratt & Whitney’s PW500, PW600 and PW300-series engines. Williams engines have proven popular so far in the nascent market for CCA prototypes in the U.S. and Australian markets. The FJ44-4A powers the Anduril YFQ-44, Boeing MQ-28 Ghost Bat and the General Atomics Aeronautical Systems Inc. YFQ-42. The FJ33 engine also has powered the first prototypes of the Kratos XQ-58 Valkyrie. During a media event at the company’s headquarters in Evandale, Ohio, on June 2, GE executives hinted at opportunities for expanding the joint venture with KTT beyond the GEK1500 size. “There is more scalability opportunity in this particular architecture. But right now we’ve got two engines under development and continuing to move forward,” said Mark Rettig, GE’s general manager for new and derivative military products, said at the June 2 event. Rettig’s counterpart, KTT President Stacey Rock, agreed. “Our longer-term road map, which we’re not quite ready to share yet, includes expanding this ability to generate small engines at low cost into a broader range of thrust classes as well, so we can hopefully address where we think the sweet spots are going to be in the market,” Rock said. China tests new supersonic jet engine, delivers unprecedented thrust, efficiency, speed China unveils a shape-shifting Mach 4 engine that could redefine next-generation flight. By Christopher McFadden Military Nov 08, 2025 10:49 AM EST Note: See photos and videos in the original article. Representative image of an ACE engine. GE Aviation/Aero Contact Researchers from China’s Institute of Engineering Thermophysics have reportedly built and tested a new “adaptive cycle engine” (ACE). This is a type of next-generation jet engine that can change how it breathes depending on flight conditions. According to reports, the new engine works efficiently from takeoff to Mach 4 ( about 4 times the speed of sound). It is also able to deliver 27–47% more thrust than current engines in similar classes, The video player is currently playing an ad. You can skip the ad in 5 sec with a mouse or keyboard The new engine is also able to cut fuel use by about a third. If the claims are bona fide, it would outclass any publicly known U.S. engine, including the GE XA100 and Pratt & Whitney XA101 adaptive engines being developed for the F-35. Traditional jet engines (turbofan or turbojet) are optimized for either low-speed efficiency or high-speed power, but not both. An ACE engine, on the other hand, theoretically solves that by dynamically adjusting its internal airflow paths, pressure ratios, and fuel burn cycles on the fly. You can think of it as a “smart engine” that morphs between turbojet and turbofan modes depending on what you need. During takeoff and subsonic flight, for example, an ACE can open extra bypass ducts, effectively acting like a turbofan, quieter and efficient. China’s new shapeshifting engine Conventional engines, however, require fuel efficiency and cool operation during these stages. In combat, traditional engines require raw thrust, and turbofans can lose power at high speed. An ACE, however, can divert more air into core combustion, acting like a very powerful turbojet when boosts in speed are needed. This flexibility allows one engine to perform like two different engines, eliminating the traditional trade-off between thrust and efficiency. While the US’s current ACEs (like GE’s XA100) use a dual-bypass system (essentially two airflow streams), the new Chinese engine introduces a third stream of cooler air. This three-stream “bypass combustion” and “inter-stage mixing” design provides some interesting features like thermal management that absorbs excess heat from electronics or stealth coatings. It also, in theory, provides some stealth benefits by lowering exhaust temperature, thereby reducing an aircraft’s infrared (IR) signature. It could also help drag reduction through smoother flow around the airframe. The new engine design may also improve inlet performance, allowing for better air pressure recovery at high Mach speeds. China’s ACE up its sleeve It also reportedly includes a bypass combustor, meaning it can burn fuel in the bypass air itself for extra thrust at supersonic speeds. That’s something between a turbojet and a ramjet, effectively bridging the gap toward combined-cycle propulsion, which could power hypersonic aircraft in the future. As impressive as these claims are on the surface, caution is needed. Notably, the news comes from a domestic academic conference, not a peer-reviewed Western source. China’s aerospace sector often uses “ground test” milestones as political signaling, and its claims of Mach 4 operation may refer to airflow simulations rather than actual engine-powered flight at that speed. Nonetheless, the thermodynamic principles described (bypass combustion and 3-stream mixing) are credible and align with global propulsion research trends. If the claims are true, this new shape-shifting jet engine could make future aircraft faster, stealthier, and far more fuel efficient. It would also make it the most advanced turbine engine China has ever built, and a clear signal that they’re trying to match or surpass the U.S. in aero-propulsion. Blue Angels’ “Fat Albert” to Undergo Center Wing Box Replacement in the UK Published on: November 5, 2025 at 9:45 PM Follow Us On Google News Stefano D'Urso A KC-130J Super Hercules, nicknamed “Fat Albert,” with the U.S. Navy Blue Angels takes off during the 2024 Marine Corps Air Station Miramar Airshow in San Diego, Sept. 27, 2024. (U.S. Marine Corps photo by Lance Cpl. Robert F. Picone) The Blue Angels’ C-130J will return once again to Marshall Aerospace in the UK to have its center wing box replaced, adding decades to its lifespan. Marshall Aerospace has announced that the U.S. Navy Blue Angels’ C-130J, better known as “Fat Albert,” will return once again to the company’s Cambridge, UK, facilities for maintenance. Specifically, the aircraft will have its center wing box replaced, adding decades to its lifespan. Contents • The Blue Angels’ C-130J will return once again to Marshall Aerospace in the UK to have its center wing box replaced, adding decades to its lifespan. • Fat Albert’s “spinal surgery” • C-130 center wing box replacement • Fat Albert C-130J As we reported in the past, the current support aircraft of the Blue Angels is not new to the UK’s skies. In fact, the aircraft is the former Royal Air Force Hercules C5 ZH885 which was refurbished and repainted by Marshalls Aerospace, before flying to the team’s home base at NAS Pensacola, Florida. “Fat Albert’s return to Cambridge will be a moment to celebrate for the entire Marshall Aerospace team. We are grateful to the US Navy for trusting us once more with such a valuable asset, and are pleased to undertake this expert work as one of a small handful of center wing specialists.” – Chris Dare, MRO Services and Solutions Director, Marshall Aerospace “Fat Albert” is expected to arrive in Cambridge later this year, although a timeline is not available. The specialized maintenance will allow to extend the aircraft’s useful lifespan by more than 20 years, says the company in its press release. Additionally, the aircraft will also undergo routine maintenance while at Marshall, including a full paint strip and repaint in the highly distinctive Blue Angels livery. Fat Albert’s “spinal surgery” Marshall Aerospace has described the center wing box replacement as a complex engineering procedure akin to an invasive spinal surgery. The comparison is not casual, as the center wing box is a critical structural component of the wing. A KC-130J Super Hercules, nicknamed “Fat Albert,” with the U.S. Navy Blue Angels lands on a taxiway during the 2025 Marine Corps Air Station Miramar Air Show in San Diego, Sept. 27, 2025. (U.S. Marine Corps photo by Daniel G. Viramontes) Specifically, this is the major primary structure that connects the aircraft’s outer wings to its fuselage, and thus bears significant operational load and sustains exceptional stress during flight. The center wing box is a “lifed article,” meaning that it has a finite operational lifespan in terms of total flight hours or years in service, based on the total flight cycles and the fatigue they cause. Once the component has reached its end of life, it will need to be replaced in order for the aircraft to remain airworthy. This way, the safety of flight will still be preserved, preventing structural failures because of the fatigue. This is especially important in Fat Albert’s case, as it kicks off each Blue Angels show with a 15 minute demonstration which includes high-speed low-altitude passes, steep climbs, sharp banks and combat landings. This obviously takes a toll, resulting in elevated stress and fatigue on the airframe over the years. As a consequence, this also requires an unusual degree of expert care and maintenance planning, says Marshall. Fat Albert is currently the only C-130 to perform regularly in demonstration flying displays. The U.S. Navy Flight Demonstration Squadron, the Blue Angels, C-130 pilots and crew arrive at Naval Air Station Pensacola with the team’s new C-130J Super Hercules, alongside the Blue Angel delta formation. (U.S. Navy photo by Mass Communication Specialist 2nd Class Cody Hendrix/Released) C-130 center wing box replacement Here is what we recently wrote here at The Aviationist about the C-130’s center wing box replacement: The C-130 is renowned for its longevity, with some aircraft flying for nearly 70 years. However, even the sturdiest airframe experiences wear over decades of demanding operations. Critical components, including the center wing box, which connects the fuselage to the outer wings and bears significant flight loads, have defined operational lifespans, typically around 20 years. Once these limits are reached, replacement is essential to maintain airworthiness. Lockheed Martin developed an enhanced service life center wing box that can extend a C-130’s operational lifespan by over 20 years. Replacing it is a highly complex process comparable to invasive spinal surgery, requiring specialist engineering knowledge, certified kits, and precision tooling. Marshall Aerospace has pioneered this work outside the United States. The process involves removing surrounding components including wings, fuel systems, wiring, and plumbing, then safely detaching the old center wing box using overhead cranes. The aircraft’s main structures are inspected, and any issues are rectified before the new wing box is installed and connected. Modernized plumbing, wiring, and removable fairings are integrated to simplify future maintenance. Extensive ground and flight testing follow to certify the aircraft. Since the 1970s, Marshall has completed nearly 80 center wing box replacements on legacy and current C-130 models, extending the combined service life of these aircraft by over 1,600 years. Their expertise has earned them recognition as the world’s first authorized Centre of Excellence for C-130 center wing box replacements. Fat Albert C-130J The U.S. Navy retired in 2019 the former “Fat Albert” C-130T Bu.No. 164763 that flew more than 30,000 hours with the Blue Angels since 2002. The aircraft was famous also for the spectacular jet-assisted takeoff performed during air shows until the last JATO bottle stocks ran out (something that sadly we won’t see with the new “Fat Albert”). NAVAIR (Naval Air Systems Command) chose to replace the C-130T with a divested UK aircraft because of the major cost savings and because due to the high operational tempo the Navy couldn’t take the replacement aircraft from the fleet. The Hercules was in storage as the RAF retired the standard C-130J (Hercules C5) and decided to keep in service only the longer C-130J-30 (Hercules C4). While the Hercules C5 ZH885 was refurbished and repainted by Marshalls Aerospace, the team’s pilots transitioned to the new Hercules variant and travelled to Cambridge. The new livery designed for the “Fat Albert” C-130J was unveiled in 2020, with some significant differences from the old one. ASELSAN redefines helicopter modernization for the next generation With more than 500 aircraft upgrades worldwide, ASELSAN delivers end-to-end modernization solutions, from digital cockpits to self-protection suites, helping operators extend fleet life and capability. By Aselsan November 14, 2025 8:24 am Photo courtesy of ASELSAN. As helicopter fleets around the world age, defense forces face a universal challenge: how to keep legacy platforms relevant amid rapidly advancing avionics, sensors, and weapon technologies. Türkiye’s ASELSAN, marking its 50th anniversary this year, has positioned itself as one of the most capable partners in this field, offering full-scope modernization programs for attack and utility helicopters across multiple continents. With over 500 successful aircraft modernizations, ASELSAN provides complete, mission-ready solutions—from cockpit upgrades to communication, mission, and self-protection systems—tailored to both domestic and international requirements. Its experience spans U.S.-made, European, and former Soviet-era platforms, including S-70 variants, UH-1s, Cobras and Super Cobras, Cougars, and Mi-series helicopters, giving the company unmatched flexibility across global fleets. Next-Generation Cockpits and Mission Systems At the heart of ASELSAN’s modernization strategy lies its avionics suite design capability. The company provides tailor-made cockpit configurations and ready-to-integrate architectures for multiple helicopter types. Its digital cockpit suite, derived from Türkiye’s GÖKBEY utility helicopter, features large-format, touch-panel multifunction displays and open-architecture mission computers. These systems enhance situational awareness, reduce pilot workload, and enable seamless integration of sensors and weapons. Central to this ecosystem is ACORE Avionic Central Control Computer, which connects avionics, navigation, communication, and identification functions under a unified command hub. Its modular hardware and scalable software allow smooth integration of both legacy and next-generation systems, minimizing obsolescence while maximizing flexibility. For attack helicopter configurations, ASELSAN develops modern weapon management interfaces and hand controllers to replace outdated hardware. The company’s AVCI Helmet-Mounted Display further transforms pilot awareness by projecting flight, targeting, and navigation data directly onto the visor. The system merges night vision, infrared imagery, and symbology in one view, ensuring faster target acquisition and precise line-of-sight cueing. Navigation, Sensors, and Communication Systems Precision and connectivity remain central to ASELSAN’s modernization approach. KILAVUZ Tactical Inertial Measurement Unit and ANS-600 Inertial Navigation System provide reliable position and attitude data, even in GPS-denied conditions. For operational safety, ATRAS Traffic and Terrain Collision Avoidance System continuously monitors flight paths and offers both traffic and resolution advisories to prevent mid-air incidents. Communication capability is delivered through ARTcom family of software-defined airborne radios, supporting secure, jam-resistant voice and data links. Compliant with NATO waveforms and Electronic Protection Measures, ARTcom enables interoperable communication across multiple mission networks and allied platforms. In the electro-optical domain, ASELSAN’s ASELFLIR product family plays a crucial role in ensuring all-weather, day-night operational effectiveness. ASELFLIR-400/410 systems provide long-range detection and tracking of heat signatures from personnel, vehicles, or infrastructure—essential for reconnaissance, targeting, and search-and-rescue missions in complex environments. Self-Protection and Electronic Warfare Survivability is a key component of any modernization program. ASELSAN integrates layered electronic warfare and countermeasure solutions to protect aircraft from radar, laser, and infrared threats. YILDIRIM-100 DIRCM (Directed Infrared Countermeasure) system represents a pinnacle of this capability, using synchronized, multi-band laser countermeasures to defeat heat-seeking missiles. Combined with radar and laser warning receivers, these systems ensure 360-degree protection against both conventional and asymmetric threats. Integration, Sustainment, and Global Reach Modernization efforts are conducted at ASELSAN’s internationally certified hangars and helipads in Türkiye. However, the company also deploys dedicated teams to customer facilities worldwide. To minimize downtime, ASELSAN establishes System Integration Laboratories that allow software development and testing without grounding the aircraft. These labs later serve as training simulators, offering enduring operational and educational benefits. A distinctive aspect of ASELSAN’s approach is its commitment to sovereign sustainment. Each program is designed to ensure that customers can perform their own maintenance, calibration, and repair of upgraded systems. This transfer of know-how builds long-term autonomy, reduces dependency, and lowers life-cycle costs. A Strategic Partner for the Decade Ahead As the global defense market shifts toward modernization over full platform replacement, ASELSAN’s modular and scalable approach resonates with air forces seeking cost-effective capability growth. By combining advanced avionics, sensor fusion, and self-protection systems with robust integration expertise, the company enables operators to extend the life and effectiveness of their fleets well into the next decade. From cockpit to countermeasure, ASELSAN’s modernization philosophy reflects a single goal: to turn today’s legacy helicopters into tomorrow’s mission-ready assets: reliable, connected, and protected for the challenges ahead. Sustainable Jet Fuel Developer Moves Priority From SD to ND Amid Summit Pipeline Delays Company conducted ceremonial groundbreaking three years ago in South Dakota. By South Dakota Searchlight Published on October 17, 2025 In This Article • Company Previously Broke Ground in South Dakota • North Dakota Location Provides Access to Oil Industry • ‘Matter of When’ With South Dakota Site Agri-Pulse Newsmakers November 14, 2025 Red Trail Energy at Richardton, North Dakota, produces about 65 million gallons of ethanol from about 23 million bushels of corn each year. PHOTO: COURTESY OF RED TRAIL ENERGY By Jeff Beach A sustainable aviation fuel developer plans to shift its immediate investment from South Dakota to North Dakota, in part because of delays in the development of the multi-state Summit Carbon Solutions pipeline. The company added that it still hopes to develop its South Dakota site. Colorado-based Gevo had obtained a $1.46 billion loan through the U.S. Department of Energy to build a jet fuel plant at Lake Preston, South Dakota. Company officials told the North Dakota Monitor on Thursday that it instead will push ahead with making jet fuel at the Richardton, North Dakota, ethanol plant it bought last year. Gevo is working with the Department of Energy to transfer the loan to expand the North Dakota site. Red Trail Energy at Richardton in 2022 became the first ethanol plant in the country to capture and store carbon dioxide, taking advantage of its location in an area with the right geology for permanent underground storage. Gevo plans to expand the North Dakota ethanol plant, which turns corn into fuel. It would convert the ethanol into higher-value aviation fuel in a process it calls alcohol to jet. Carbon capture is a key part of making sustainable aviation fuel. “We don’t have to share pipelines. We don’t have to wait. We’re already doing it,” CEO Pat Gruber said of carbon capture at the North Dakota site. Company Previously Broke Ground in South Dakota Gevo’s South Dakota site relied on the planned Summit Carbon Solutions pipeline to take carbon dioxide captured from ethanol plants in five states to an underground storage site in North Dakota. But the future of that project in South Dakota is in doubt because of landowner resistance, which has contributed to two rejected Summit permit applications in South Dakota and a ban on eminent domain for carbon pipelines adopted by the Legislature and signed into law by Gov. Larry Rhoden. In 2022, Rhoden attended and spoke at Gevo’s groundbreaking near Lake Preston, where it proposed to build its plant in South Dakota. Rhoden was lieutenant governor at the time. Then-Gov. Kristi Noem said in a press release on the day of the groundbreaking that “businesses are choosing South Dakota because we are ‘Open for Business,’ and we give them the opportunity to succeed.” The press release described the Gevo project as the “largest economic investment in South Dakota history.” On Thursday night, Rhoden’s office sent a statement in response to South Dakota Searchlight’s request for a comment. Rhoden said he’s pleased that Gevo still plans to develop a project in South Dakota, and he said “South Dakota offers one of the best environments in the nation for energy innovation and value-added agriculture.” “Although I understand that Gevo is attracted to the efficiencies of building at their existing ethanol plant in North Dakota, I’m confident that when the timing is right, they’ll find that our communities, our workforce, and our commitment to responsible development make this the right place to build,” Rhoden said. He concluded by flashing back to comments he made while signing House Bill 1052, the legislation that banned eminent domain for carbon pipelines in South Dakota. Eminent domain is a legal process for obtaining land access from owners, with compensation determined by a court. Its potential use in South Dakota for the Summit pipeline sparked opposition and litigation. “As I said when I signed HB 1052, ‘I encourage Summit and others to view it as an opportunity for a needed reset,'” Rhoden said. “Gevo’s continued desire to invest here in the future encourages me that they’re taking that opportunity seriously.” In Iowa, where Summit is based, the company is seeking to change its pipeline permit. Summit wants to remove North Dakota as the designated end point for the pipeline. A spokesperson for Summit said Friday the change “keeps open the option to transport CO2 west through Nebraska or north through South Dakota,” reported the Iowa Capital Dispatch. Gruber said the jet fuel production in North Dakota would be 30 million gallons a year, half of what was planned for South Dakota. But he said the 500 acres at Richardton could allow for expansion. He said the jet fuel plant would cost about $500 million. Gruber noted that is substantially less than $2.6 billion it planned to spend on the South Dakota site. Gevo is hosting a meeting Monday to answer questions for farmers and others in the Richardton area. The meeting will be from 6 to 7:30 Mountain time at WIX Barn near Richardton. Struggling SAF Industry Told It Needs Agriculture’s Clout North Dakota Location Provides Access to Oil Industry Gruber said building in North Dakota also opens the door to Gevo selling its carbon to the oil industry. North Dakota oil producers could buy the carbon dioxide for enhanced oil recovery — pumping gas into the well to help the well produce more oil. “This is a great opportunity for us, and we sit right next to Bakken,” Gruber said, referring to the Bakken Formation. North Dakota is the nation’s No. 3 oil producing state, with most of it coming from the Bakken. Oil industry and state leaders have touted enhanced oil recovery as a way for North Dakota to sustain oil production for decades to come and continue to provide the state with tax revenue. Gruber said Gevo has started discussion with oil companies, but he said the infrastructure to make enhanced oil recovery possible is still years away. Ethanol plants are seen as a prime source for carbon dioxide because the gas is captured from the fermentation process of turning corn into ethanol instead of from the burning of fuel. “It’s pure, concentrated CO2,” Gruber said. Another benefit of carbon capture for Gevo is the ability to sell carbon credits to other industries with high carbon emissions. Gevo in September announced it is partnering with Biorecro North America on carbon credit sales generated at the North Dakota facility. Market Access Update: Here’s What’s in Trump’s Trade Pacts for Agriculture so Far ‘Matter of When’ With South Dakota Site Gruber said he was grateful that the Department of Energy is working with Gevo on transferring the federal loan, though there are steps remaining to complete the process. Gevo filed a document with the federal Securities and Exchange Commission on Tuesday of its intent to use the loan money in North Dakota. As for the future of the eastern South Dakota site, Gevo officials said it remains a great industrial location and will be developed. “The are other things we can do at that site,” said Paul Bloom, Gevo’s chief business officer. “It’s a matter of when.” But the Gevo officials said the demand for sustainable aviation fuel meant the company could not wait for the Summit pipeline. Summit had hoped to be operating in 2024 but has yet to start construction as it tries to secure all the permits it needs. “We can’t sit around for that,” Gruber said. “We’ve got a mission here.” Boeing has a carbon emissions problem. Startup Charm Industrial is cleaning up. Boeing has signed a deal with startup Charm Industrial to remove 100,000 metric tons of carbon from the atmosphere. Charm collects agricultural and forestry waste and uses heat to turn it into a product it calls “bio-oil,” a messy jumble of hydrocarbons that it injects underground, including into former oil wells. Once sequestered, Charm can sell carbon removal credits to companies. Axios first reported on the startup’s deal with Boeing. Aviation has made little progress on cutting its carbon emissions. That has left companies in the sector searching for alternatives. Carbon removal has emerged as a contender given that it has the potential to cost less than transitioning to sustainable aviation fuels. By 2050, one study found that the aviation industry will need to spend at least $60 billion on carbon offsets to reach net zero emissions. Charm can also produce biochar, a substance that when applied to farm fields can help boost soil productivity, though those efforts are still in their infancy, according to data from carbon removal registry Isometric. Financial terms of the deal were not disclosed. Two years ago, Charm sold 112,000 carbon removal credits to Frontier, the advanced market commitment, for $53 million, or about $470 per metric ton. Charm has said it wants to bring the cost down to about $50 per metric ton. Curt Lewis