November 26, 2025 - No. 48 In This Issue : Boeing Completes 737 MAX Inlet Anti-Ice Redesign : CT-based jet-engine maker Pratt & Whitney gets $1.1 billion contract for more fighter-jet work : Two-year flight delay for DARPA X-plane that steers with air bursts : Guardsman learns to fly autonomous Black Hawk in less than an hour : The FAA is looking to revolutionize how air traffic controllers receive flight data and move aircraft between different parts of the airspace safely. : Boeing Gets New $877 Million Order for Most Iconic Helicopter in the World : Emirates Brings Manufacturing Expertise Closer To Home : Boeing Built 26 Boeing 777X Aircraft Before Certification, But Why? : Another mega contract topping €1.4 billion for France’s Safran, cementing its lead in aircraft engines with the LEAP 1A : Not a young Qatari prince or a Silicon Valley titan but a bunch of ambitious enthusiasts from California bought the whole cockpit of a $400 million Boeing 747 jumbo jet on eBay to build one of the most realistic and advanced flight simulators in the world. Boeing Completes 737 MAX Inlet Anti-Ice Redesign Guy Norris November 17, 2025 Credit: Joe Walker DUBAI—Boeing is negotiating with the FAA to define a certification test plan for the redesigned engine anti-ice (EAI) system on the 737 MAX, marking a key step toward starting first deliveries of the long-delayed 737-7 and 737-10 programs. “We've spent thousands of hours getting that design done. Now it's defining the certification plan, getting the FAA to accept that certification plan,” Boeing Commercial Airplanes President and CEO Stephanie Pope says. The EAI system redirects engine bleed air to the inlet cowl to prevent ice buildup. However, development tests subsequently revealed that the composite structure was vulnerable to thermal damage under certain conditions of prolonged use. Boeing has since evaluated several redesigns before finally arriving at what it calls a finalized EAI system. At the same time, Boeing has developed in-service limitations to the use of the EAI system on the 737-8 and 737-9 models already flying until the new inlet is available for retrofit across all fleets. Speaking at the Dubai Airshow, Pope says: “There are some flight tests on the -10, separate to the engine anti-ice, that will be starting here soon.” Development aircraft IG001, the first 737-10, is expected to conduct FAA certification stability and control tests on Nov. 17. The aircraft has been flying consistently throughout 2025. To date it has accumulated almost 1,150 flight hours on 333 sorties since its first flight in June 2021. “The last phase of 737-7 flight test is all complete, and then on the 737-10 we'll start the second phase of flight test here later this month, and that's beyond engine anti-ice,” Pope says. “Then we'll get the cert plan approved for engine anti-ice and go into that final approval certification,” she adds. CT-based jet-engine maker Pratt & Whitney gets $1.1 billion contract for more fighter-jet work By Paul Schott, Staff Writer Nov 20, 2025 A view of the front entrance to Pratt & Whitney's manufacturing facility on Aircraft Road in Middletown, Conn. Pratt & Whitney completes production of F100 engines, which are used in F15 and F16 fighter jets, at the Middletown facility. Dave Zajac/Hearst Connecticut Media Jet-engine manufacturer Pratt & Whitney has been awarded an approximately $1.1 billion contract from the U.S. government for additional work on F100 engines for fighter jets. The contract was awarded on Sept. 29, but due to the shutdown of the federal government, it was only posted last week on the website of the Department of War, which was previously called the Department of Defense. The agreement encompasses “F100 engine consumable and depot level repairable parts and program management services,” according to a notice on the website. “Pratt & Whitney is fully committed to supporting the F100 engine and its sustainment efforts,” Pratt & Whitney said in a written statement this week. “We continue to prioritize readiness, reliability and performance for our global customers.” On its website, Pratt & Whitney notes that, “With more than 30 million flight hours flown by 23 air forces, the F100 delivers superior capability with industry-leading dependability, reliability and performance to the global fleet of F-15s and F-16s.” The new contract follows a number of other recent defense deals for Pratt, including a $2.9 billion contract modification announced in August for F135 engines, which power F-35 fighter jets. In addition to the U.S. military's use of F-35, 19 other countries have F-35s or purchase agreements for the fighter jets. While Pratt & Whitney produces the F-35's engines, the main manufacturer of the F-35s is Lockheed Martin, whose businesses include Connecticut-based helicopter maker Sikorsky. This week, President Donald Trump announced an agreement to sell a number of F-35s to Saudi Arabia. While Saudi Arabia is one of the closest allies of the U.S. in the Middle East, the deal has raised some concerns. Among them are worries that China could gain access to the F-35’s technology through its position as Saudi Arabia’s top trading partner. But some military experts assert that the constant improvement of American military systems counteracts any intellectual-property theft that might have happened years ago. Pratt & Whitney’s deliveries of F135 engines, as well as GTF models for commercial aircraft, were affected by the three-week strike in May of the company’s approximately 3,000 Connecticut-based machinists. The work stoppage was resolved when the machinists approved a new four-year contract. Pratt & Whitney is one of the largest employers in Connecticut, with approximately 10,800 people based across its plants in East Hartford and Middletown. Among other transactions recently announced by the Department of War, it indicated this week that it would continue funding for Groton-based General Dynamics Electric Boat’s construction of Columbia-class ballistic-missile submarines. A new “cost-only modification” of approximately $2.3 billion to a previously awarded contract is intended “for additional advance procurement and advance construction” of hulls and will “support additional program execution.” The announcement also noted that, “No funding will be obligated at the time of award.” Electric Boat officials have said that the company is aiming to deliver the first of the Columbia-class vessels in late 2028 or early 2029. Last month, Electric Boat held a christening ceremony for the Utah, one of the fast-attack, Virginia-class ships it is building for the Navy. This article contains reporting by The Associated Press. Two-year flight delay for DARPA X-plane that steers with air bursts By Stephen Losey Thursday, Nov 20, 2025 The X-65 aircraft, which Aurora Flight Sciences is building for DARPA as part of the CRANE program, will use short air bursts to steer instead of traditional flaps and rudders. But rising costs, supply chain issues and technical challenges led DARPA to restructure the program, and the X-65's first flight will now happen more than two years later than originally planned. (Aurora Flight Sciences) An experimental DARPA plane that would steer using bursts of air is expected to have its first flight in late 2027, more than two years later than originally planned, after the program was paused and restructured. The unmanned X-65, being built by Boeing subsidiary Aurora Flight Sciences as part of a Defense Advanced Research Projects Agency program, is designed to test a concept called “active flow control” to steer an aircraft. This plane will not have mechanical flaps and rudders in its wings or tail to control its pitch, roll and yaw, as a conventional aircraft does. Instead, it is meant to use small air bursts to create a speed bump that alters how the air flows over the plane’s wings, which causes it to shift. The air bursts themselves do not push the wings, as do a spacecraft’s thrusters. DARPA hopes the technology demonstrated with this program, called Control of Revolutionary Aircraft with Novel Effectors, or CRANE, will allow aircraft designers to rethink how they build planes and design maneuvering systems. This system is intended to be more energy efficient, improve aerodynamics, and reduce the weight and mechanical complexity of aircraft. DARPA announced in January 2023 that it had awarded a $42 million contract to Aurora Flight Sciences to start detailed design of an aircraft using active flow control technology. Aurora is a Boeing subsidiary, located in Manassas, Virgina, that specializes in developing advanced innovative designs for aircraft and uncrewed systems. The program passed a critical design review in late 2023 and moved on to its third phase, in which Aurora received another contract to start building a full-scale experimental prototype to test the technology. In January 2024, Aurora and DARPA announced that fabrication on the demonstrator was already under way at Aurora’s facilities in West Virginia and Mississippi, and was expected to start flight tests in summer of this year. It would have a 30-foot wingspan, weigh 7,000 pounds, and could fly at speeds up to Mach 0.7, or more than 500 miles per hour, they said. DARPA said the plane was expected to be rolled out of the factory for testing early this year. Aurora expects to finish building the fuselage for the X-65 aircraft in January 2026. More integration work will follow, and Aurora expects to start ground testing on the aircraft in late 2026 or early 2027. (Aurora Flight Sciences) The program hit troubles, though. The costs to produce the prototype aircraft for test flights ended up being higher than expected, a DARPA spokesperson told Defense News, so earlier this year, DARPA chose to “strategically pause” the X-65’s development and reevaluate the program, the spokesperson said. “DARPA programs are high-risk by nature,” the spokesperson said. “As with this program, Aurora had to address technical and supply chain challenges, resulting in added development time.” During that pause, DARPA said, it restructured the program into a partnership with Aurora, in which the company became a “co-investor” in the X-65. That new arrangement was finalized in August. “Aurora’s investment in the X-65, through this program’s restructuring, ensures DARPA’s CRANE objectives are met,” Christopher Kent, DARPA’s CRANE program manager, said in a statement. “Demonstrating active flow control in flight opens new design and production possibilities for both military and commercial aircraft,” he said. The new partnership structure “gets costs back to an affordable rate for the government,” the spokesperson said. “After we’ve proven the DARPA-hard technical challenge of successfully demonstrating [active flow control technology] for stability and control in-flight via the X-65, Aurora will take over the platform for future test and development.” But the program is now more than two years behind schedule for reaching its first flight. In a release posted online Thursday morning, Aurora said construction of the plane’s fuselage is on track to be finished in January. Aurora spokesperson Carmen Smith told Defense News more integration work will need to be done on the X-65 after the fuselage is built, and ground testing is expected to start late next year or in early 2027, with flight tests following in late 2027. Smith confirmed technical and supply chain challenges were a factor in the program delays, as well as the inherent riskiness involved in working on a DARPA project. Smith also said negotiations with DARPA on the co-investment strategy delayed work on the X-65. Aurora would not say how much it will spend on the X-65, but Smith said the company and DARPA are investing sufficiently to finish building the prototype, conduct integrated ground testing, and conduct the first flight test. Fiscal 2026 Defense Department budget documents show DARPA spent $38.3 million on CRANE in fiscal 2024, and another $23.9 million in fiscal 2025, with another $4 million in spending for 2026. In Thursday’s release, Aurora said the X-65, which it is building in Bridgeport, West Virginia, will have 14 “effectors” across its flying surfaces to produce the needed air bursts. “We’re excited to continue our longstanding partnership with DARPA to complete the build of the X-65 aircraft and demonstrate the capabilities of active flow control in flight,” Larry Wirsing, Aurora’s vice president of aircraft development, said in the release. “The X-65 platform will be an enduring flight test asset, and we’re confident that future aircraft designs and research missions will be able to leverage the underlying technologies and flight test data.” Guardsman learns to fly autonomous Black Hawk in less than an hour By Zita Ballinger Fletcher Monday, Nov 3, 2025 A U.S. Army National Guardsman uses a tablet to command the Sikorsky OPV Black Hawk to autonomously transport a 2,900-pound water buffalo sling load for the first time during Northern Strike in Michigan. (Courtesy Sikorsky) A U.S. Army National Guardsman with no previous aviation background learned to successfully maneuver Sikorsky’s optionally piloted Black Hawk helicopter in less than an hour, according to a company release. In a training first, the Guardsman, using a handheld touchscreen tablet, controlled the Optionally Piloted Vehicle Black Hawk and planned its tasks during Exercise Northern Strike 25-2, a large, biannual multinational exercise sponsored by the National Guard Bureau that took place in Michigan this August. The exercise sees units practice a wide variety of offensive and defensive operations jointly in battle scenarios. The Guardsman, whose name has not been released, used the OPV Black Hawk to transport a 2,900-pound water buffalo slingload entirely by remote control, according to the Thursday release. Additional first-time demonstrations that took place during the exercise included delivering airborne troops to drop zones at different altitudes and a simulated medical evacuation, the release noted. The airborne drop exercise saw the helicopter perform a back-to-back action while controlled by the Guardsman operating the OPV from a Coast Guard vessel over 70 nautical miles away on Lake Huron. After ordering the helicopter to unload cargo, the soldier then used it to drop airborne troops. The OPV Black Hawk also completed a first-ever performance of six hookups and dropoffs of HIMARS launch tubes, according to Sikorsky’s parent company Lockheed Martin. “In contested logistics situations, a Black Hawk operating as a large drone offers commanders greater resilience and flexibility to get resources to the point of need,” said Rich Benton, vice president and general manager of Sikorsky, in a release. Although it retains the ability to be operated by a pilot, the OPV Black Hawk can be programmed to perform tasks remotely and optionally controlled as it carries out its assigned duties. Matrix technology, a system developed in a joint program by the Defense Advanced Research Projects Agency and Sikorsky, allows the aircraft to transition from piloted to uncrewed, according to DARPA. Sikorsky also utilizes Matrix techonolgy in its completely autonomous take on the UH-60L Black Hawk, nicknamed the “U-HAWK,” which it unveiled during the Association of the U.S. Army’s annual convention this year in Washington. The FAA is looking to revolutionize how air traffic controllers receive flight data and move aircraft between different parts of the airspace safely. We’re seeking proposals for a single, state-of-the-art platform that will address the growing complexity and evolving demands within aviation. If you’re passionate about shaping the future of air traffic control, we want to hear from you. Help us develop the Common Automation Platform at https://bit.ly/485OPhk. Boeing Gets New $877 Million Order for Most Iconic Helicopter in the World SOCOM’s earlier order in May for 5 MH-47Gs valued at $240 million placed the approximate per-unit cost at $48 million. By Kevin Derby November 23, 20254 Mins Read Photo: By Tomás Del Coro from Las Vegas, Nevada, USA - U.S. Army Model CH-47F s/n 12-08108 Chinook Medium Transport Helicopter, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=58158689 ARLINGTON- Boeing secured an $877 million order from the US Special Operations Command in Tampa (TPA) for new MH-47G helicopters, marking a major expansion of the CH-47 Chinook programme. The award likely covers up to 18 aircraft based on comparable pricing structures. The order strengthens the US Army’s efforts to modernise its heavy-lift capability through SOCOM and the 160th Special Operations Aviation Regiment. According to Flight Global, this award adds to a growing set of domestic and international Block II Chinook commitments. Photo: By Georgia National Guard from United States – Georgia Army Guard aviation’s new CH-47F Chinook heavy-lift helicopter, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=70915573 Boeing $877 Million MH-47G Chinook Order SOCOM’s fixed-price award underscores consistent demand for MH-47G Chinook rotorcraft, a specialised derivative of the CH-47F Block II configured for long-range and covert missions. The aircraft integrates an aerial refuelling probe, mission-specific avionics, and structural enhancements tailored for special operations. The CH-47F Block II airframe delivers increased mission range, upgraded drivetrain performance, and improved fuel capacity that supports a maximum gross weight of 24,500kg. Boeing’s refined fuel system and rotor-blade modifications also lower maintenance demands and improve operational availability. Photo: By Sgt. Steven Galimore – US Army, CC0, https://commons.wikimedia.org/w/index.php?curid=143186935 Growth in US Army Procurement Activity SOCOM’s earlier order in May for 5 MH-47Gs valued at $240 million placed the approximate per-unit cost at $48 million. Applying similar pricing, the new contract could supply up to 18 helicopters. SOCOM already held 51 aircraft under contract for the 160th Special Operations Aviation Regiment, which positions total commitments at roughly 70 with this addition. Global defence customers continue expanding their Chinook fleets. The UK Royal Air Force maintains orders for 16 MH-47Gs, while Germany is procuring 60 CH-47F Block II aircraft. The United Arab Emirates also received approval for a potential acquisition of six CH-47F Block II helicopters. These programmes reflect strong global interest in heavy-lift rotorcraft capabilities. Photo: By PO2 Tamara Vaughn – www.dvidshub.net, Public Domain, https://commons.wikimedia.org/w/index.php?curid=49016647 US Army Fleet Modernisation Plans In 2024, the US Army confirmed that the CH-47F Block II would be fielded across conventional aviation brigades to replace older Block I aircraft. Procurement funding approved in September initiated the first phase, covering two brigades of 12 Chinooks each. These formations will receive a mix of new production aircraft and upgraded Block I helicopters, as Boeing began remanufacturing and delivering small numbers of Block II airframes in 2024. The full-rate production decision ensures multi-year stability across Boeing’s Chinook assembly lines in the Philadelphia region. The company maintains that an optimal annual output is between 30 and 36 aircraft, supporting both US military requirements and allied export programmes. Photo: By Clemens Vasters from Viersen, Germany – Boeing MH-47G Heavy Assault Helicopter, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=28075773 Boeing CH-47 Chinook The Boeing CH-47 Chinook is a tandem-rotor heavy-lift helicopter originally developed by Vertol and later produced by Boeing Defense, Space & Security. It is the second-heaviest lifting Western helicopter after the Sikorsky CH-53 and takes its name from the Native American Chinook people of the Pacific Northwest. Vertol began work on a new tandem-rotor helicopter in 1957, designated the V-107. In 1958, the US Army ordered several prototypes under the YHC-1A designation, although testing revealed it was too heavy for assault missions and too light for transport. The aircraft was later refined and adopted by the US Marine Corps as the CH-46 Sea Knight. To meet heavier transport needs, the Army ordered an enlarged variant known as the Model 114, designated the HC-1B. The preproduction YCH-1B first flew in September 1961 and, in 1962, it became the CH-47A under the Tri-Service designation system. The Chinook introduced versatile cargo-handling features, including multiple fuselage doors, a rear loading ramp, and three external hooks for underslung loads. With a top speed of 170 knots, it outperformed most 1960s utility and attack helicopters and remains one of the fastest helicopters in US service. Subsequent versions, such as the CH-47D introduced in 1982, incorporated upgraded engines, composite blades, improved avionics, and an advanced flight control system. Exports expanded worldwide, with the US Army and Royal Air Force becoming the largest operators. The civilian variant, the Boeing Vertol 234, supports transport, construction, logging, and firefighting operations. The CH-47 programme originated during the Army’s push to replace piston-engine helicopters with turbine-powered designs and played a central role in advancing early air mobility doctrine. 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 Emirates Brings Manufacturing Expertise Closer To Home Christine Boynton November 25, 2025 Emirates is working to refurbish 219 aircraft completely, comprising 110 Airbus A380s and 109 Boeing 777s. For Emirates Airline’s long-haul fleet, the challenge is twofold: maintaining aging widebodies while looking beyond their likely life spans to the next big thing—literally. The carrier has actively pushed both of the leading aircraft manufacturers for bigger twin-engine airliners, seeking a stretched Boeing 777X and a larger Airbus A350 (AW&ST Nov. 24-Dec. 7, p. 14). Emirates’ order for 65 more 777Xs at the Dubai Airshow came with a challenge to the airframer: Emirates would support a “feasibility study” to develop the 777-10 if it would also have the rights to convert its new order to that new variant. In the meantime, with the out-of-production double-decker Airbus A380 still core to its operations, the Gulf carrier is working through a large retrofit program to maintain its older airframes for roughly another two decades. Emirates is navigating persistent supply chain constraints and investing in related capabilities, but it is not alone in pursuit of broader self-sufficiency. Many airlines are increasingly looking to bring maintenance, repair and overhaul (MRO) expertise closer to home, if not in-house—a trend evident at this year’s Dubai Airshow in both airline commentary and signed agreements. • Emirates plans local capability under new agreements • The goal is to make Dubai an aerospace manufacturing hub “Often in the past, when there was an abundance of material in the market, we could find solutions within one organization or between two organizations,” Christopher Vrydag, Etihad Airways’ director of technical supply chain, said during a panel discussion at the show. “But today, we need to connect the collective brains of the industry to resolve the issues, which are far more complex.” As the industry continues to grow, “we’re going to have more capacity constraints coming in the next four or five years,” he added. “Today, we need to build more resilience.” Emirates announced deals at the show with key suppliers in support of expanding self-sufficiency amid its ongoing widebody retrofit program. That includes a memorandum of understanding with Rolls-Royce, under which the carrier is to build a facility to complete fan case repairs for its Trent 900 engines beginning in 2027. “With Emirates’ plans to continue operating our Airbus A380 fleet into the 2040s, we wanted to secure our own engine maintenance capabilities,” said Ahmed Safa, head of engineering and MRO at the airline. Additionally, under a joint industrial cooperation agreement announced at the show, key supplier Safran Seats intends to establish manufacturing and assembly in Dubai in a facility slated to be complete by late 2027 to support Emirates and other carriers in the region. The enterprise is to focus initially on business and economy seats for retrofits, but it is also expected to have assembly capability of up to 1,000 business-class seats per year to start with. Emirates has slated 219 aircraft for full refurbishment, 110 A380s and 109 777s; 76 have been completed to date. Today, it takes approximately 22 days to retrofit one A380 and about 18 days to retrofit a 777. But recent receipt of Design Organization Approval (DOA) from the United Arab Emirates’ General Civil Aviation Authority could improve those timelines by expanding Emirates Engineering’s existing capabilities for minor modifications to include major cabin reconfigurations and complex design changes. The DOA approval announced Nov. 20 also boosts the carrier’s autonomy, covering Airbus and Boeing aircraft types and “providing Emirates with greater control over timelines, costs and innovation priorities,” the airline said. The expanded approval also supports Emirates Engineering’s “future parts and component production and manufacturing ambitions,” the carrier added, which should enable it to develop intellectual property for components that can then be manufactured locally. While the agreements strengthen Dubai’s local aerospace capabilities, other airlines are navigating supply chain challenges at different scales. That includes building spare parts inventories, leveraging data for predictive supply chain management and enhancing supplier collaboration, airline representatives said at the airshow. While some carriers are moving away from traditional transactional relationships, the underlying goal remains consistent: take a longer-term view to build operational resilience. For Emirates, building out regional capabilities is key as it prepares for growth. And more is still to come. “Our goal is to further develop aerospace manufacturing to attract component suppliers, technology companies and talented, skilled professionals from around the world,” Emirates Chairman and CEO Sheikh Ahmed Bin Saeed Al Maktoum said on signing the memorandum of understanding with Safran Seats. “The [United Arab Emirates] has built one of the world’s most successful aviation industries, and now it’s time to build the manufacturing capabilities to match.” Boeing Built 26 Boeing 777X Aircraft Before Certification, But Why? Because the aircraft have not yet been fitted with engines, they require a modified preservation process focused on interior systems and airframe protection. By Kevin Derby November 24, 20254 Mins Read ShareFollow Us Note: See photos and tables in the original article. ARLINGTON- Boeing has already produced 26 Boeing 777-9 aircraft even before the certification, and the widebody will not enter service until 2027, with most units stored at Seattle Paine Field International Airport (SEA). Airlines such as Emirates (EK), Qatar Airways (QR), and Korean Air (KE) await the aircraft’s launch as the program continues navigating certification delays. Four aircraft support active test campaigns, while 22 remain in storage at Seattle (SEA), a facility that also handles limited commercial operations from Alaska Airlines (AS) and Frontier Airlines (F9). According to Simple Flying, Boeing’s early production approach supports certification, stabilizes manufacturing, and prepares the company for rapid delivery once approval is secured. Photo: Clément Alloing Boeing 777-9 Certification Delays Boeing built 26 Boeing 777-9 units early to support the extensive certification program required by regulators. Testing requires production-standard aircraft, not only prototypes, to validate build quality, flight performance, and systems integration. These aircraft support flight testing, ETOPS trials, functionality checks, reliability assessments, and manufacturing process validation to ensure the production line matches what regulators certify. At Seattle Paine Field International Airport (SEA), four units are used for flight tests, while 22 remain parked nose-to-tail on the airfield with large blocks hanging from their wings instead of engines. The storage process includes covering sensors, conducting periodic system runs, rotating tires, monitoring humidity, and preserving components. Because the aircraft have not yet been fitted with engines, they require a modified preservation process focused on interior systems and airframe protection. Maintaining active production also supports Boeing’s financial and operational stability. Stopping and restarting a widebody line is costly and disrupts workforce continuity, supplier flow, tooling availability, and quality management. Early builds allow Boeing to identify structural, systems, or assembly issues well before service entry. The approach accelerates future deliveries but carries risks, including additional maintenance for stored aircraft and potential rework if certification changes occur. Photo: Boeing Airplanes How Program Delays Shaped Production Decisions The Boeing 777-9 was initially planned to enter service in 2020. The timeline slipped after a 2020 uncommanded pitch event during testing, which increased FAA scrutiny and pushed delivery estimates toward 2023. A 2022 reassessment shifted entry into service to 2025, and Boeing paused much of the 777X production line through 2022 and 2023, incurring approximately $1.5 billion in added costs. Further issues emerged in 2024 when a critical structural component between the engine and wing cracked during tests in Hawaii, grounding part of the fleet for inspections and repairs. By 2025, Boeing delayed the first customer delivery again to 2027. The cumulative cost of delays has reached an estimated $4.9 billion, making the 777X one of the most prolonged and costly development cycles in recent commercial aviation history. Photo: Clément Alloing Technical Features The Boeing 777-9 builds on the 777 family and integrates advanced fuel efficiency, greater range, and next-generation cabin comfort. Its GE9X engines, the largest turbofans ever built, use composite materials, larger fan diameters, and improved thermodynamic efficiency to reduce fuel burn compared with the 777-300ER. Cabin enhancements draw from Boeing’s 787, including larger windows, improved pressurization, and better humidity levels to support passenger comfort on long-haul flights. Airlines plan custom interiors with more spacious business-class cabins and upgraded amenities. With typical seating above 400 passengers, the aircraft is designed for high-demand long-haul markets requiring efficient performance and robust payload capability. Photo: Boeing Folding Wingtips and Airport Compatibility The 777-9’s most distinctive feature is its folding wingtip system. Its extended wingspan boosts aerodynamic efficiency but exceeds standard gate limits. Boeing addressed this by engineering folding outer sections measuring 11.5 feet on each wing. When on the ground, the tips fold upward to maintain compatibility with gates used by current 777 models. The mechanism includes redundant locking systems, safety interlocks, and independent power sources to prevent accidental movement. The system meets full flight-critical certification standards and adapts concepts long used on military aircraft. The design allows Boeing to maximize aerodynamic efficiency without requiring new airport infrastructure, unlike the Airbus A380, which required facility modifications. Photo: Boeing Global Airline Orders for the Boeing 777X More than 500 Boeing 777X aircraft have been ordered. Emirates (EK), based at Dubai International Airport (DXB), is the largest customer with 270 aircraft, including 35 Boeing 777-8s and 235 Boeing 777-9s. Qatar Airways (QR) and Korean Air (KE) follow with major commitments. Data from ch-aviation confirms Qatar Airways is positioned to become the second-largest operator. Major 777X Orders RankAirline777-8777-9Total1Emirates352352702Qatar Airways–90903Korean Air–40404Cathay Pacific–35355Singapore Airlines–31316Etihad Airways817257British Airways–24248Lufthansa–20209All Nippon Airways–181810China Airlines–1010 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 Another mega contract topping €1.4 billion for France’s Safran, cementing its lead in aircraft engines with the LEAP 1A By Max Olivier 22 November 2025 : 07:00 Note: See graphic in the original article. Max Olivier, editor-in-chief, is naturally curious. He loves exploring, understanding, and telling stories, always searching for the angle that reveals what’s hidden at first glance. The latest move lands in Dubai. A young Saudi carrier is buying big, and the French American engine partnership behind the A321neo sees its momentum grow again. Safran banks another marquee order Riyadh Air has selected 120 CFM LEAP 1A engines to power its 60 Airbus A321neo aircraft. The deal was formalized at the Dubai Airshow on 18 November 2025. The engines come from CFM International, a 50/50 joint venture between GE Aerospace and Safran Aircraft Engines. The order anchors Riyadh Air’s plan to build a premium carrier serving long, dense regional routes and thinner international sectors. The airline launched in 2023 under Saudi Arabia’s Vision 2030 strategy. It wants Riyadh to function as a major transfer hub with high service standards. Riyadh Air orders 120 LEAP 1A engines for 60 A321neo aircraft at the Dubai Airshow, reinforcing Safran’s grip on the single aisle market. Who stood behind the announcement Leadership attended from both sides. Riyadh Air’s CFO Adam Boukadida and CEO Tony Douglas joined Safran Aircraft Engines’ chair Stéphane Cueille and Safran Group CEO Olivier Andriès for the signing. CFM International’s chief executive Gaël Méheust underlined the long term partnership goals tied to the program. . Why the leap 1a keeps winning single aisle campaigns The LEAP (Leading Edge Aviation Propulsion) has become the reference engine on new generation narrowbodies since its 2016 entry into service. Airlines buy it for fuel burn, reliability, and noise gains versus the CFM56 it succeeds. • About 15% lower fuel burn than the previous generation. • Similar cut in CO₂ emissions per seat, supporting airline climate targets. • Lower community noise footprint, easing airport operations and curfews. • 3D woven composite fan blades that cut weight and improve resilience. • Ceramic matrix composite (CMC) parts that handle higher temperatures with less cooling air. • Health monitoring systems enabling predictive maintenance and better fleet availability. Riyadh Air will also receive the latest high pressure turbine durability kit. It targets sand ingestion, scorching ambient temperatures, and rapid thermal swings. That package matters for desert bases with frequent dust events. MetricLEAP 1A figureFuel burn change vs CFM56Approximately −15%CO₂ per seatApproximately −15%Fan diameter1.98 mEngine weight~2,900 kgThrust range~15,000–35,000 lbf (variant dependent)Key technologies3D woven composites, CMCs, optimized nacelleAssembly locationsFrance (Villaroche, Saint Quentin), United States (Durham) More than 4,000 LEAP engines have been delivered in under a decade, with thousands more in backlog across A320neo family programs. Desert operations raise the bar High heat lowers air density, so engines work harder on takeoff. Sand erodes rotating parts and can clog cooling passages. Frequent short sectors increase cycles and thermal fatigue. These conditions punish turbine materials and seals. CFM’s desert focused upgrades address the threat at the source. Abrasion resistant coatings and redesigned vane features extend hot section life. Sensor rich monitoring flags anomalies early. Maintenance intervals stretch when parts survive the environment better. What the contract could be worth Safran did not disclose a price. Industry benchmarks from past campaigns suggest a unit cost near €12 million per engine. On that basis, 120 engines indicate a value around €1.4 billion for the firm engines alone. The headline value exceeds €1.4 billion, and lifecycle services typically lift the total beyond the sticker price. Large engine packages rarely stop at the engine hardware. Airlines seek comprehensive support across the life of the fleet. The following items often feature: • Spare engines and modules, aligned to utilization forecasts. • Long term maintenance and repairs, sometimes power by the hour. • On wing support and field teams for rapid recovery. • Training for pilots and technicians, plus digital tools for diagnostics. • Parts pooling and logistics to cut turn times. Service add ons spread revenue over years, and they stabilize fleet availability for the airline. The net present value of those contracts can rival the initial engine sale in large programs. Market implications and the competitive picture The A321neo sits at the center of global fleet renewal. It flies farther than earlier A321 variants and carries more passengers on slot constrained routes. That mix attracts Gulf carriers, which run a blend of regional trunk routes and long thin links. On the A320neo family, airlines can choose between CFM LEAP 1A and Pratt & Whitney’s geared turbofan. The LEAP brings a conventional two spool architecture with advanced materials. The GTF offers a gearbox that lets the fan spin slower than the low pressure turbine. Each path aims at higher propulsive efficiency, but the technology bets differ. Reliability and support have shaped recent campaigns. Airlines place weight on time on wing, repair capacity, and parts availability. A big Middle East order helps Safran and GE reinforce their installed base, which then feeds future service work and upgrades. Industrial footprint and production pace The LEAP’s assembly network spans Villaroche and Saint Quentin in France and Durham, North Carolina. A wide supplier base feeds the hot section materials, composite fan blades, and rotating parts. Production has ramped at a record pace for a civil engine program, matching the surge in A320neo family deliveries. Adding Riyadh Air keeps the order book deep. That helps justify investments in test cells, blade lines, and CMC capacity. It also supports workforce planning, especially for overhaul facilities that will touch these engines for decades. What this means for Riyadh air’s strategy A321neo aircraft give the new carrier reach without the cost of a widebody on day one. They enable high frequency service to regional capitals and medium haul destinations into Europe, Africa, and South Asia. Cabin layouts can mix premium seats with ample economy capacity. Fuel burn sets operating cost on these routes. A 15% step down versus previous generation engines stacks on top of the A321neo’s aerodynamic gains. That matters for fares and for returns to the state backed investor group funding the build out. Materials that make the difference Ceramic matrix composites tolerate temperatures that would soften metal alloys. Less cooling air is needed, so more flow goes to the core for power. That enables efficiency gains at cruise and on hot days. 3D woven composite fan blades blend toughness with light weight. Lower mass reduces stress on the fan disk. It also reduces inertia for spool up, which helps takeoff response and improves handling during go arounds. Risks, variables and what to watch next Supply chains remain tight for specialty alloys, resins, and castings. Delivery schedules depend on stable upstream flows. Any disruption can ripple through the final assembly cadence. Desert operations will validate the newest durability kit. Early operational data from Riyadh Air will show whether on wing life stretches as predicted. That data can refine maintenance planning and spare holdings. Sustainable aviation fuel readiness sits on the checklist too. LEAP engines are certified to run with SAF blends today. Higher blend ratios will demand coordinated work with fuel producers and airport storage systems. A quick rule of thumb for fleet planners Every percentage point in fuel burn on a narrowbody can move operating cost by millions per year across a fleet. On a network with high cycle counts, parts life and shop visit intervals weigh nearly as much. The right engine and the right support contract often beat a slightly lower upfront price. Not a young Qatari prince or a Silicon Valley titan but a bunch of ambitious enthusiasts from California bought the whole cockpit of a $400 million Boeing 747 jumbo jet on eBay to build one of the most realistic and advanced flight simulators in the world. by Sayan Chakravarty In a modest garage in San Jose, a group of California flight simulation enthusiasts is attempting something most pilots only dream of. Calling themselves the Jurassic Jets, they have purchased the cockpit of a real Boeing 747 Classic and are converting it into a fully functional simulator. Their goal is to have it ready for WorldFlight 2025, a week-long global charity event where teams around the world fly continuous virtual routes across every continent on the VATSIM network. While most groups use modern two-crew jets with digital “glass” displays, Jurassic Jets is doing something far more ambitious. They are rebuilding and flying a classic 747-200 in X-Plane, using a real 747-300 cockpit shell as the foundation. The old Japan Airlines aircraft. Image – Jurassic Jets The story began with a remarkable find. Their donor cockpit, airframe MSN 23640, rolled out of Boeing’s factory in 1987 and entered service with Japan Airlines as JA8179. Later, it was re-registered as VP-BGY for Transaero in Russia before ending its flying days in the United Kingdom. The cockpit arriving in Oakland. Image – Jurassic Jets For years, it sat parked at Bruntingthorpe Airfield, once a busy RAF base and now a home for retired airliners. When the aircraft was finally dismantled at St Athan, the cockpit section was separated and listed for sale on eBay in 2024. To the Jurassic Jets team, this was not just an opportunity to build a simulator but to save a piece of aviation history. Unlike modern airliners that rely on digital avionics, the 747 Classic is entirely analog. Every gauge, switch, and lamp has its own wiring, and each of those wires must be identified, tested, and reconnected. The cockpit contains thousands of cut wires, remnants from its separation from the fuselage. Rebuilding it requires patience, documentation, and plenty of detective work. Classic instruments use systems like synchros and 400 Hz AC power, which are far more complex than modern DC or USB-based hardware. To make these gauges work with X-Plane, the team must design custom circuit boards that convert computer data into analog signals. It is a form of modern-day restoration, combining vintage engineering with digital ingenuity. Authenticity is their priority. The Jurassic Jets have chosen to retain the original analog gauges, annunciators, and even the flight engineer’s station. They could have simplified everything with digital replacements, but the team believes that the tactile and visual authenticity of the real cockpit is what gives the 747 its soul. This decision also transforms the simulator into a unique teaching platform. Unlike two-crew jets where computers manage most systems, the 747 Classic demands full crew coordination. A captain, first officer, and flight engineer must constantly communicate, adjusting fuel transfers, managing pack temperatures, and balancing engine performance. It is a lesson in teamwork and old-school flying discipline that few modern pilots experience. Building such a simulator is not just a technical challenge but a financial one. A cockpit shell alone can cost between $5,000 and $25,000, depending on its condition. Shipping and logistics, especially for a move from the UK to the United States, can easily add $10,000 to $30,000. Electronics, microcontrollers, and interface boards account for another $5,000 to $15,000, while computing hardware and visual projection systems can range from $5,000 to $12,000. Image- X-Plane Even the structural work, including frames, casters, and stairs, adds several thousand more. The team keeps a contingency of around 20 percent, knowing that parts will break, designs will need rework, and nights will be long. Yet the motivation is not commercial. It is passion. The Jurassic Jets are preserving aviation heritage in a living, functional form. When their simulator powers up for WorldFlight 2025, the hum of real relays and the glow of vintage instruments will tell a story that stretches from the factory floors of Seattle to the skies over Tokyo and Moscow. What began as a salvaged cockpit is becoming something greater — a tribute to the era when flying was mechanical, human, and gloriously complex. Follow Jurassic Jets on their Tw Curt Lewis