May 20, 2026 - No. 20 In This Issue : Airlines are stripping brand-new Airbus A320neo family jets for parts because GTF engines are worth more : Boeing Personnel explain why the 777 features the yoke and not the sidestick although it has fly-by-wire controls : Emirates to Boost A380 and 777 Engine Repair Capabilities with New GE Partnership : GE, Emirates To Develop GE90, GP7200 Piece-Parts Repairs : Air Force, Boeing accelerate KC-46 upgrades to target readiness : Regent Squire Wing-In-Ground Effect Drone Demonstrator Makes First Flight : Virgin Galactic reaffirms plans to begin commercial service this year : GE Aerospace clears key milestone for XA102 next-gen fighter engine : Emirates Breaks Ground on New US$5.1 Billion Most Modern MRO in the World : Pilot Seriously Injured When Oil Starvation Stops Engine : Graduate Research Request Airlines are stripping brand-new Airbus A320neo family jets for parts because GTF engines are worth more Story by Jasper Yu-Dawidowicz Airlines Are Stripping Brand-New Airbus A320neo Family Jets For Parts Because GTF Engines Are Worth More Aircraft engines are among, if not the most valuable, component of any commercial aircraft. However, amid the ongoing shortage of GTF engines, which power nearly half of the world’s Airbus A320neo family fleet, some nearly new Airbus jets are being harvested for their engine parts. With the A320neo having entered service just ten years ago, in some cases a working pair of Pratt & Whitney GTF engines has become more valuable than the aircraft itself, especially given maintenance lead times of 250 to 300 days. It isn’t all bad news, however. Pratt & Whitney identified the root cause of the issue several years ago and, in recent months, unveiled both an updated engine and upgrade solutions for existing GTF engines. These improvements hope to help alleviate the pain felt by the nearly 835 aircraft globally powered by GTF engines. The Origin Of The Problem: A Powder-Metal Defect When Pratt & Whitney launched the PW1000G geared turbofan (GTF) engine, it was supposed to deliver incredible performance results for Airbus’s A320neo and A220 families. Developed as the successor to the Pratt & Whitney PW6000 engine for the Airbus A318 and as a competitor to the CFM International LEAP-1A for the A320neo family aircraft, the GTF promises enhanced fuel efficiency, reliability, and reduced noise due to its unique gearbox mechanism. This design allows the front fan and low-pressure spool to rotate at different speeds, increasing the bypass ratio while reducing stress on engine components. However, some of the powder-metal parts used because of their allowance for precise, high-strength disc geometries were flawed in a way that seeded microscopic cracks within the engine. During normal operation, the heat and stress from the engine expanded those cracks, creating the risk of uncontained disc and engine failures. This issue was first discovered in 2020 and affects engines manufactured between 2015 and 2021. The issue was initially identified as 1,200 potentially affected engines, which later resulted in 600 to 700 immediate engine removals from service. In response, several regulatory agencies, including the FAA and EASA, mandated accelerated engine inspection cycles for the GTF engine. This reduced the time before inspection from around 5,000 or 7,000 cycles to just under 3,000, effectively cutting the service life in half. With hundreds of engines requiring visits to maintenance shops simultaneously, global GTF maintenance facilities were overwhelmed, resulting in maintenance times of 250-300 days rather than the typical 60-90 days. Since then, Pratt & Whitney has expanded the number of maintenance facilities worldwide, helping to reduce this time significantly. However, a large portion of the world’s GTF-equipped aircraft fleet remains affected by these defects. Related video: Why airlines are retiring these giant planes for good (Mentour Pilot) How Many Aircraft Are Affected Worldwide? In total, up to 835 aircraft had been grounded due to the original GTF crisis. This figure represents about 38% of the global GTF-equipped A320neo family fleet. Between the A320neo and A321neo, the A320neo represents the largest proportion of grounded aircraft, with the A321neo following closely behind. The issue has disrupted operations across nearly every major airline operating GTF-powered narrowbody fleets. Some airlines have been hit particularly hard. In 2025, Wizz Air grounded over 40 A320neo aircraft until mid-2026, representing about 15% of its total fleet. Meanwhile, Indian low-cost carrier IndiGo currently has 64 grounded A320neo family aircraft according to planespotters.net, accounting for around 17% of its fleet capacity. While the A320neo family has been most affected, many A220s with PW1000G family engines have also been grounded. In fact, in late 2025, SWISSgrounded its entire fleet of Airbus A220-100 aircraft, reallocating the GTF engines installed on those aircraft to its larger Airbus A220-300s, allowing its higher capacity aircraft to continue flying through the long maintenance waits. Additionally, Air Australretired its entire fleet of A220-300 aircraft in the fall of 2025 as a result of GTF engine issues, with the A220s being just 4.5 years old on average. Why GTF Engines Are Worth More Than Young A320neo Planes The sight of aircraft being scrapped for parts is not new to aviation, with older, out-of-production aircraft at the end of their service lives often parted out to support remaining fleet maintenance. However, today, A320neo family aircraft with only a few years of service, a fraction of their designed service lives, are being taken apart for their engines. According to Reuters, more than a dozen Airbus aircraft have already been dismantled after only a few years of service, with dozens more potentially facing the same fate. These valuable pieces of aircraft represent a pool of scarce, high-demand parts that can keep other aircraft flying. In 2026, a single GTF engine could earn lease rates of around $200,000 per month, according to data from aviation analytics firm Cirium. When multiplied by two engines per aircraft, the revenue potential can quickly exceed the value of operating the aircraft itself, equating to about $4.8 million per year. This becomes especially relevant given the ongoing shop-visit waits that have extended to nearly a year, providing airlines with a way to generate revenue without aircraft being grounded while waiting for maintenance. This dynamic has created a situation where airlines and lessors view spare engines as strategic assets. Aircraft unable to secure replacement engines can remain grounded for nearly a year waiting for maintenance slots. By contrast, removing engines from one aircraft and leasing or selling them to another can allow airlines to regain some capital for an aircraft that otherwise would be sitting empty. The GTF Advantage & Hot Section Plus: Pratt & Whitney’s Solution In April 2026, Pratt & Whitney reached a major milestone in their effort to end the GTF engine crisis. The company’s upgraded GTF Advantage engine achieved EASA certification for the Airbus A320neo and Airbus A321neo. Production of the GTF Advantage has already begun, with entry into service expected later this year and a complete production transition to the GTF Advantage by the first half of 2028, according to a Pratt & Whitney spokesperson in a comment to Simple Flying. The Advantage model will provide numerous benefits over older GTF engines. This includes up to 4% more takeoff thrust at sea-level airports and 8% more at high-altitude airports. Most notably, the GTF Advantage offers up to twice the time on wing compared to current GTF configurations, hopefully helping alleviate repair backlogs that currently exist. The Advantage is also fully interchangeable with existing GTF engines, allowing airlines already operating the type to easily switch from the legacy GTF to the Advantage model. Additionally, the GTF Advantage features a redesigned hot section that targets the area of the engine exposed to the highest temperatures and mechanical stress, improving durability and reducing maintenance requirements. For airlines already operating current-generation GTF engines, Pratt & Whitney is also introducing the “Hot Section Plus” as an upgrade option for existing PW1100G-JM engines. As explained by Pratt & Whitney, the Hot Section Plus is expected to provide 90% to 95% of the durability improvements of the full GTF Advantage engine, nearly doubling time on the wing. First installations of this upgrade are expected later this year, with the package designed to remain fully interchangeable with both existing GTF engines and future GTF Advantage models. Could Spirit’s Shutdown Help Relieve Some Of The Pressure? With Spirit Airlines ceasing operations on May 2, 2026, the American low-cost carrier’s collapse could potentially provide short-term relief to the constrained GTF engine market. Spirit operated sizable fleets of both the A320neo and A321neo in the years leading up to its collapse. This included approximately 114 Airbus A320 family aircraft (66 leased) before shutting down operations, a figure about half of what it was two years prior. According to Reuters, lessors and aftermarket suppliers believe many of Spirit’s aircraft may ultimately be dismantled for parts rather than returned directly to service. While some aircraft could eventually find new operators, functioning GTF engines, many of which are less than five years old, remain the most valuable assets attached to those jets. In a statement, the CEO of Willis Lease Finance Corp, Austin Willis, told Reuters: “We are seeing some of the GTF engines from Spirit A320s being removed from the airframes and leased out to customers to support (aircraft on the ground). This is providing some limited temporary relief from the supply/demand imbalance.” In practice, however, it remains to be seen if Spirit’s former fleet of GTF-equipped aircraft will provide substantial relief to the market. While Spirit has received permission from a US bankruptcy court to accelerate its liquidation plan, many of these planes may not land on the market for at least a few months. Despite this, some Spirit aircraft that were sold or transferred prior to the carrier’s May shutdown have already been dismantled for parts. This includes plans by EirTrade Aviation and RESIDCO to strip two ex-Spirit A320neos and KP Aviation’s plans to dismantle less than five-year-old Spirit aircraft. What Recovery Looks Like For Airlines, Airbus, and Pratt & Whitney There are early signs that the industry is beginning to recover from the worst of the GTF engine shortage, though the process remains slow and expensive. According to Pratt & Whitney, the number of grounded GTF-powered aircraft has already fallen by roughly 15% compared to the end of last year. Maintenance output increased by 23% year-over-year, while heavy shop visit turnaround times improved by approximately 20%. In addition, RTX, Pratt & Whitney’s parent company, has also committed more than $400 million in investments during the first four months of 2026 alone. These include a $200 million expansion of forging capacity in Georgia, a $100 million expansion of production in Poland, and more than $100 million across MRO facilities in Texas, Florida, and Arkansas. For airlines, recovery will ultimately depend on how quickly upgraded GTF engines and Hot Section Plus retrofits can return reliability to expected levels. If the GTF Advantage performs as promised, almost half of the world’s A320neo and A321neo fleets will resume stabilized operations. Until then, the sight of airlines dismantling nearly new aircraft for engines remains one of the clearest signs of the severity of the crisis today. Boeing Personnel explain why the 777 features the yoke and not the sidestick although it has fly-by-wire controls By Dario Leone May 15 2026 Sponsored by: Schiffer Military Note: See photos in the original article. In this article: • Fly-by-wire controls • NASA 515 • 757-200 • Boeing 777 yoke versus the sidestick controller debate • “Coloring outside the lines” • Yoke or sidestick for Boeing 777? Fly-by-wire controls The “Triple Seven” is the most produced wide-body jet airliner in history and remains a fixture for many of the world’s great airlines today. The 777 was the first Boeing airliner to be designed using digital software, and the first to utilize “fly-by-wire” (FBW) controls. As explained by Dan Dornseif and Alan Mulally in their book Boeing 777: People “Working Together” to Produce the Triple Seven, Boeing was not entirely new to FBW flight control systems, since they had gained significant experience from designing a large, short-takeoff-and-landing, military transport test bed aircraft called the YC-14. This airplane, designed as a possible replacement for the C-130 Hercules was unique in many of its innovations. The use of engine exhaust flow over the wing simultaneously created very high lift and the need for computer-augmented flight control systems to manage the airplane’s flight. Later, when the Boeing 757 adopted the Pratt & Whitney PW2037, it employed a Full Authority Digital Engine Control (FADEC), which, along with the YC-14’s FADEC system, was the forerunner to those being developed for the 777. FBW controls systems had been used by other manufacturers for years by the time the 777 began to light the horizon. General Dynamics used such systems on the popular F-16 Fighting Falcon (née “”Viper”) military jet dating back to the 1970s, and Airbus broke from the crowd by introducing the fly-by-wire Airbus A320 narrow-body jetliner in the mid-1980s. NASA 515 Years prior to the launch of the 777 program, NASA had worked jointly with Boeing to identify avenues to make transport aircraft safer. The first 737 prototype was repurposed by NASA to explore different types of controllers, including the traditional yoke, sidesticks, and even a pair of sidesticks, nicknamed “Brolly Handles” because of their resemblance to umbrella handles, which were essentially a cross between the yoke and sidestick. YC-14 This 737-100 was named NASA 515, and while it was, of course, equipped with a standard 737 cockpit, the unusual element was that there was a second full cockpit built into the forward cabin of the airplane. While the crew in the forward cockpit was standing by, ready to assume normal control of the aircraft in case of a test malfunction, the pilots in the cabin cockpit were allowed to fly the aircraft via closed-circuit television and flight instruments. Boeing working in concert with NASA, gained valuable experience with the practical use of FBW and different control interfaces through the use of this historic aircraft. 757-200 Even though Boeing was conservative and careful in its approach to aircraft design, the technologies and knowledge were ripe for this to be used on a new jetliner, while simultaneously increasing safety and decreasing pilot workload in the process. The question for the design team became this: How do we implement the FBW system on the 777, and how will it interact with the pilot? Would Boeing take the Airbus approach, in which the airplane can override pilot control inputs if they exceed a predetermined limit, or would they continue giving the pilot full authority? Would Boeing break from their previous designs and use sidestick controllers, like those used in the Airbus and the F-16? Initially, there were far more questions than answers. In order to establish and test the flight control laws in the real world, Boeing modified a 757-200. With this flying test bed, Boeing 777 test pilots John Cashman and Frank Santoni tested flight control laws during a seven-month period in 1992, along with technical pilots from customer airlines who were also invited to fly the modified 757 and give their input to Boeing, The aircraft logged 256 hours of flight test time during these trials, encompassing 569 takeoffs and landings. Boeing 777 yoke versus the sidestick controller debate NASA 515 cut-away There was quite a debate among the airline representatives about controllers, with some preferring the sidestick approach while others wanted to retain the yoke interface for the pilot. One of the difficulties with the sidestick approach had to do with the pilot in one seat seeing, or feeling, the actual control inputs that the other pilot was making. With the yoke, this can be seen and felt, since both controllers are mechanically connected and move in unison. On the Airbus design, it was possible to have two pilots making opposing inputs to the flight control systems, without either pilot knowing it. Although this system can be used safely and successfully, it has also been known to be causal to additive conditions that could potentially result in an unwanted outcome. John Roundhill, who after 37 years serving in Boeing Commercial Airplanes retired in 2002 as Vice President of Product Strategy and Development, remembered debate on the yoke versus the sidestick controller in Dornseif and Mulally’s book: ‘We had a meeting in London with Allistair Cumming, senior technical leader at British Airways and the company’s chief pilot. I think Murray Booth came over, John Cashman, and myself because there was a strong feeling at BA about Boeing sticking with the yoke and going fly-by-wire. We presented our data and that we had done a lot of work on a 757 and so forth and went through all of the rationale on stick displacement and interconnected controllers and the wheel and column. “Coloring outside the lines” ‘I will never forget what Allistair said, because I thought that maybe this was the end of my career one more time. He said, “John, are you listening?” I said, “Yes, carefully.” He said, “We will make our preference known in our purchase decision.'” I think the point of that is-even though that was a “no” in the minds of some of those folks at that customer-in the end they respected our integrity and our data, and away we went.’ With the 777, Boeing took the approach that they could “color outside the lines” and come up with the best possible solution to the yoke (wheel) versus stick debate. Boeing 777 cockpit Brian Kelly, who oversaw several aspects of the development and certification of the Boeing 777 flight deck, was on the scene when the decision was being made: ‘One of the ways we talked about pilot controls with the airlines was to get past the visual difference between a sidestick and a wheel. We emphasized that the important issues were properties like linking (both controllers moving together), back drive (pilot car feel the autopilot commands), envelope protection forces, and the ability to feel that the plane was out of trim if the speed had changed. Those are the four key properties… and they are the real things. Yoke or sidestick for Boeing 777? ‘The important thing is not whether it was a stick or a wheel; it was those properties. You can do all those things with a stick or wheel, but it is much more difficult to do them well with the small displacement and forces of a sidestick. Those may be reasons Airbus left out linking and back drive, other than cost and weight. We rolled everything together and came up with the best solutions for keeping the pilots informed.’ After much deliberation, the 777 team concluded that the traditional control yoke was the best solution. Aside from the interlinking and back drive issues, another important reason for this decision was simply that nine out of ten potential 777 pilots would have been flying aircraft with a yoke. This included virtually all ab initio students with foreign carriers pilots who had flown any regional aircraft at that point in time, and established airline pilots coming from Boeing, McDonnell Douglas, or early Airbus equipment. Boeing 777: People “Working Together” to Produce the Triple Seven is published by Schiffer Publishing and is available to order here. Emirates to Boost A380 and 777 Engine Repair Capabilities with New GE Partnership The US$300 million Engine Maintenance Centre expansion aims to position Emirates Engineering as a centre of excellence for engine repairs. By Shweta Shukla May 14, 2026 Google News Photo: Sam Chui Photos, Shared by Emirates DUBAI— Emirates (EK) has signed an agreement with GE Aerospace for technical and training consultancy to develop comprehensive piece part component repair capabilities for GE90 and GP7200 engines. The deal supports the expansion of the Emirates Engine Maintenance Centre (EEMC) in Dubai (DXB), a US$300 million investment aimed at scaling up engine maintenance, repair, and overhaul infrastructure for the airline’s fleet operating from its Dubai International Airport (DXB) base. Photo: Emirates Emirates to Boost Engine Repair Capabilities The agreement was signed by Adel Al Redha, Emirates’ Deputy President and Chief Operating Officer, and Mohamed Ali, President and CEO of Commercial Engines and Services at GE Aerospace, at the Emirates Group Headquarters. Under the agreement, GE Aerospace will provide technical consultancy to Emirates in setting up the piece part component repair line. It will also support knowledge transfer to the EEMC team, sharing best practices and benchmarks in component repair. The GE90 and GP7200 engines covered by the agreement power Emirates’ Boeing 777 fleet and a portion of its Airbus A380 fleet. The new repair capabilities will give the airline’s workforce specialised skills to maintain these engines in-house. Photo: By byeangel from Tsingtao, China – A6-EDR | Emirates | Airbus A380-861 | ICN, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=40388040 Leadership Statements Adel Al Redha said the agreement marks a strategic step in upscaling Emirates’ engine repair capabilities. He noted that investing in infrastructure and partnering with GE Aerospace supports the airline’s vision for world-class engine repairs and maintenance. He added that the combined effect of the GE Aerospace agreement and the EEMC expansion will position Emirates Engineering as a centre of excellence for engine repairs. Mohamed Ali described Emirates as a valued customer and an important partner. He said GE Aerospace is proud to support Emirates as it expands its engine repair capabilities and strengthens the long-term capability of the UAE’s aviation ecosystem. He stated that the agreement reflects GE Aerospace’s commitment to supporting in-service fleets across their entire life cycle. Photo: Sandeep/ atc spotter About the Emirates Engine Maintenance Centre The Emirates Engine Maintenance Centre was established in 2014. It provides repair and maintenance services for aircraft engines in the Emirates fleet. Emirates Engineering provides comprehensive engineering, line, and base maintenance support for the airline’s fleet of over 270 Boeing 777, Airbus A380, and Airbus A350 aircraft. These services are delivered at its facilities in Dubai. 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, Emirates To Develop GE90, GP7200 Piece-Parts Repairs James Pozzi May 14, 2026 Credit: Quentin Douchet GE Aerospace has signed an agreement with Emirates to develop piece-part repair capability for the GE90 and Engine Alliance GP7200 engines. The agreement signed May 14 between both parties will support the expansion of the Emirates Engine Maintenance Center (EEMC) in Dubai to the tune of $300 million. The investment will scale up infrastructure and capabilities to conduct MRO services on Emirates’ fleet of aircraft and their engines. To enable this, GE Aerospace will provide technical consultancy to Emirates in setting up the piece-part component repair line, as well as share best practices and benchmarks in component repair with the Emirates engine shop team. Emirates’ maintenance offerings include engineering, line, and base maintenance for its fleet of widebody aircraft, comprising Boeing 777s, Airbus A380s, and Airbus A350s. GE Aerospace is a partner in the Engine Alliance GP7200 program—one of two engine options for the Airbus A380—with Pratt & Whitney. The Dubai flag carrier is the world’s largest operator of the A380 superjumbo, with more than 90 aircraft still in service in its fleet despite Airbus ceasing production of the program in 2021. The carrier has previously stated its intention to operate the widebody aircraft for another two decades. “The agreement with GE Aerospace will be pivotal to provide our workforce with the specialized skills needed for piece-part component repair for the GE90 and GP7200 engines that power our Boeing 777 and a part of our Airbus A380 fleet,” said Adel Al Redha, Emirates’ deputy president and chief operating officer. “Combined with the expansion of our Engine Maintenance Center in Dubai, this will position Emirates Engineering as a center of excellence for engine repairs, providing efficient and seamless engine serviceability for Emirates.” Emirates Engineering provides comprehensive engineering, line and base maintenance support for Emirates’ fleet of over 270 777, A380 and A350 aircraft at its facilities in Dubai. The airline established its own in-house engine maintenance center in 2014. Another expansion is into services for the Rolls-Royce Trent 900, the engine rival to the GP7200 on the A380 program. In November 2025, Emirates confirmed it had joined the Rolls-Royce aftermarket network and would begin servicing its in-fleet Trent 900 engines from 2027. The airline plans to induct its first engine at a designated engine shop in Dubai, located at its existing maintenance site and will conduct fan case repairs at the facility, while Rolls-Royce will maintain module repair capability within the global network. Air Force, Boeing accelerate KC-46 upgrades to target readiness • Published May 12, 2026 • Secretary of the Air Force Public Affairs ARLINGTON, Va. (AFNS) -- The U.S. Air Force and the Boeing Company have come to terms for a plan to improve the readiness of the KC-46 Pegasus tanker and accelerate capability delivery to the fleet. A KC-46 Pegasus assigned to the 418th Flight Test Squadron, Global Reach Combined Test Force, refuels an F-22 Raptor assigned to the 411th Flight Test Squadron, Air Dominance Combined Test Force while an F-16 assigned to the 416th Flight Test Squadron, Airpower Foundations Combined Test Force, awaits a turn over the Mojave Desert, March 3, 2026. Partnerships between the Combined Test Forces at Edwards Air Force Base, Calif., help expedite critical capability for the warfighter by leveraging multiple program portfolios in tandem. In this scenario, the F-16 aircraft was operating as a target for key F-22 Raptor test points while the KC-46 was able to collect additional data for aerial refueling efforts. (Courtesy photo) Photo Details / Download Hi-Res The plan pursues three primary lines of effort: repurposing early-built aircraft for immediate operational impact, accelerating the Remote Vision System 2.0 retrofit schedule and implementing a targeted performance-based logistics effort to resolve systemic readiness challenges."The KC-46 is a cornerstone of U.S. power projection, and we are proactively partnering with Boeing to ensure it is always ready to deliver,” said Secretary of the Air Force Troy Meink. “By establishing this multi-pronged approach, we are directly improving aircraft availability, accelerating the delivery of vital new capabilities and significantly enhancing the overall supportability of the fleet." Combined with the Air Force's investment in the Fiscal Year 2027 Presidential Budget Request, the plan will increase KC-46 aircraft availability by more than 20% by 2030. Unlocking critical materiel earlier and establishing limited performance-based logistics, this partnership ensures tangible increases to both near- and long-term readiness. "This is a decisive step forward for the KC-46 enterprise,” stated William Bailey, performing the duties of the Assistant Secretary of the Air Force for Acquisition, Technology, and Logistics. “This partnership secures Boeing's continued investment in both KC-46 readiness as well as the production line, effectively lowering risk for our transition to the KC-46 Production Extension and ensuring this critical mobility platform continues to flow to the warfighter without delay." While the specifics of the plan itself will remain protected to safeguard operational security, its three lines of effort, as detailed below, will provide a near-term aircraft availability boost of approximately 6% and a longer-term increase of 20% by 2030. Repurposing early-built aircraft First, the Air Force is repurposing five early-build aircraft, which serves a dual purpose: providing the Air Force with dedicated test assets — keeping combat-ready tankers focused on the mission — and immediately injecting high-value spare parts into the operational fleet. Because these aircraft were not scheduled to reach the fleet until early 2031, this effort allows the Air Force to immediately free otherwise “trapped” materiel. This includes high-value parts, like engines and landing gear, from three non-operational, early-build aircraft, providing a significant near-term boost to fleet readiness by resolving existing parts shortages. Accelerating RVS 2.0 Retrofits Second, the plan significantly accelerates the fielding of the critical RVS 2.0 upgrade. Scheduled to begin fielding in early 2028, the plan creates a partnership with Boeing to bundle the modification with the Air Force’s depot-level maintenance and accelerate kit deliveries. This strategy reduces the retrofit timeline from 13 years to seven years, while simultaneously reducing the retrofit’s impact on aircraft availability by 90%. Implementing Performance-Based Logistics Finally, the plan directs the Air Force and Boeing to pursue a temporary, Performance-Based Logistics agreement targeting the supportability of the aerial-refueling subsystem and other key components. Reliability and parts availability of the aerial-refueling subsystem collectively represent the largest detractors of KC-46 availability. This effort makes Boeing responsible for improving the availability of these critical systems and is designed to ensure a successful transition back to organic Air Force sustainment after a limited five-year period. These and other efforts reflect the Air Force’s continued investment in both tanker capacity and capability to enable the Joint force now and into the future. Regent Squire Wing-In-Ground Effect Drone Demonstrator Makes First Flight Squire is designed to take on multiple roles and the Marines say they are monitoring the aircraft's progress. Howard Altman Published Apr 13, 2026 4:42 PM EDT Note: See photos and videos in the original article. The TWZ Newsletter Weekly insights and analysis on the latest developments in military technology, strategy, and foreign policy. Email address Sign Up Terms of Service and Privacy Policy As it prepares for a potential future fight in the Pacific, the Marines tell us they are watching the progress of a wing-in-ground effect (WIG) drone concept that recently had its first test flight as a scale model. Being pitched as “the first ever Unmanned Surface and Aerial Vehicle (USA-V),” the Regent Squire is designed to conduct ISR, logistics, and combat search and rescue (CSAR) tasks in contested areas, the company states. It is also being eyed for counter-narcotics operations and anti-submarine warfare operations. The WIG drone uses a hydrofoil to get airborne and then cruise in the air at an altitude of about one wingspan above the water. These ground-effect flights are designed to take advantage of the cushion of thick air above the earth’s surface, providing a sweet spot of increased lift and reduced drag. In theory, this should provide the Squire with high-efficiency and relevant speed, all without needing to operate from a traditional runway. The Regent Squire. (Regent) (Amory Ross) The Regent Squire. (Regent) Regent Squire’s sub-scale demonstrator readying for its test flight. (Regent/screen capture) Such over-the-water logistics, ISR and CSAR capabilities would be particularly valuable in a future conflict in the Pacific. A high-end fight with China would see U.S. forces greatly dispersed, including to more remote locations without well-established infrastructure, to reduce their own vulnerability to attack. Existing traditional airlift and sealift assets would be heavily tasked in general to support those distributed operations. In some circumstances, they could also be highly vulnerable to enemy attack. The eight-engined USV-A recently had a test flight in Narragansett Bay, Rhode Island, according to the company. A video of the event shows a Squire scale model going through its three stages of flight, from floating to hydrofoiling through the water to taking to the air. In the video, the company states that the Squire was traveling at speeds of up to 40 knots. As it gained altitude, Squire’s two hydrofoils retracted. Two support boats were in pursuit as it became airborne for an unspecified distance. Squire Seaglider Drone Flight Demonstration According to the company, the Squire has a planned operational 50-pound payload with a range of up to 100 nautical miles at a top speed of about 80 knots. “The internally mounted payload bay of the Squire model measures 14 inches in length, 12 inches in height, and 14 inches in width, providing a total internal payload volume of 2,400 cubic inches for logistics, ISR equipment, or mission-specific cargo,” the company told us. “We’re designing the payload interfaces so that a two-person crew with minimal specialized training can execute a reconfiguration as realities change and mission requirements adapt.” The company claimed this USV-A concept “combines the speed and maneuverability of an aerial vehicle with the persistent presence and endurance of an unmanned surface vessel.” Potential Squire use cases. (Regent graphic) Since the U.S. Coast Guard – the U.S. regulator for this type of vessel – cleared Squire for testing last year, the company said it “has been validating systems, controls, and operational envelopes step by step. Moving forward, Regent will continue to expand Squire performance, autonomy, and operational capabilities for mission-ready maritime operations.” The Squire concept is one of several WIG craft that the U.S. military is considering to solve the problems of delivering troops and cargo quickly over vast bodies of water, while limiting their vulnerability to enemy weapon systems, the Marines told us. The U.S. Marine Corps Warfighting Lab (MCWL) recently received additional funds “to continue our investigation into Hydrofoiling Wing-In-Ground (WIG) capabilities,” MCWL project manager Matthew Koch told us Monday morning. Last year, we reported on MCWL’s interest in another Regent WIG offering, a crewed variant called Viceroy, designed to carry 12 passengers or 3,500 pounds of cargo. The Regent Viceroy seaglider. (Regent) REGENT The U.S. military’s largest WIG program hit some serious headwinds before the Defense Advanced Research Projects Agency (DARPA) killed it last year. This was the Liberty Lifter X-plane program. Its core goal was to produce a huge flying transport design that employs the WIG effect principle. You can read more about that program in our story here. Announcing REGENT Defense “Some 70% of programs don’t meet their metrics,” Stephen Winchell, director of DARPA, said at the U.S. Chamber of Commerce’s Global Aerospace Summit. “The idea there was to be able to move cargo quickly and securely across a vast theater with a lot of logistical challenges, and honestly, the manufacturing and a lot of the other parts of the program that needed to come together — we ended up finding out that it was harder than we thought.” DARPA also stated that “instead of building a demonstrator aircraft, DARPA is working with industry and DOD stakeholders to accelerate transition of what we’ve learned to encourage rapid fielding of platforms leveraging the technologies developed at DARPA,” regarding the Liberty Lifter’s cancellation. Aurora Flight Sciences Liberty Lifter concept. (Aurora Flight Sciences) As we previously explained, the WIG principle is not new, but, as with Liberty Lifter, military applications have not seen much success. The Soviet Union remains the most notable operator of military WIG designs, known in Russian as ekranoplans – a term now widely used as a catch-all for WIG designs – but even their service was limited. Efforts to revive military ekranoplans in Russia in recent years have so far not produced any operational types. The video below shows the only Project 903 Lun class ekranoplan, a cruise missile-armed design, that the Soviet Union ever completed being moved in the Caspian Sea in 2020 as part of a plan to put it on display. Буксировка ракетного экраноплана «Лунь» в Дербент Last year, we got our first full look at China’s WIG craft, loosely similar in scale to what we have seen of their new amphibious flying boat, the AG600, which is intended to perform resupply, search and rescue, and other missions, especially over the South China Sea. Though we noted that this WIG aircraft appears ideally suited for similar applications in the littorals, the status of its testing and whether it will ever be fielded remains unclear. The Chinese ekranoplan seen on a pier along the Bohai Sea in China. (Via X) The Squire still has a long way to go before becoming an official program of record. The company is planning to demonstrate it at Silent Swarm 26, a two-week showcase for new and emerging technologies and conduct a full size test later this summer, Koch told us. He added that he will offer more insights into MCWL’s interests pending the outcome of those events. “If the technology proves out in Silent Swarm this July and full-size flight in early August, I will have a statement on how the Marines intend to use it in the Pacific,” he explained. There also appears to be interest in Regent’s WIG efforts from the Pentagon. In February, War Secretary Pete Hegseth visited the company’s headquarters as part of his efforts to spur technological innovation. “We want capabilities that are driving what we are fielding and not the way it’s always been done,” Hegseth said during the encounter. “If you are able to show that you can fill a gap quickly with something that wasn’t already otherwise envisioned, you’re talking to the right kind of commander there who is going to say, ‘Okay, I am going to use that here.’” We have reached out to the Pentagon to gauge Hegseth’s current interest in the Squire project and see if there was any follow up activity from that meeting. While still in the nascent phases, the WIG concept continues to draw interest from the U.S. military, though it has only invested a small amount of money in these projects. Given the challenges presented by a potential conflict with China, we will continue to monitor the progress of these efforts and provide updates when warranted. Virgin Galactic reaffirms plans to begin commercial service this year by Jeff Foust May 15, 2026 Virgin Galactic’s first next-generation suborbital spaceplane was moved from an assembly hangar to a testing hangar as it nears completion. Credit: Virgin Galactic WASHINGTON — Virgin Galactic said May 14 it remains on track, technically and financially, to start commercial flights of its next-generation suborbital spaceplane before the end of the year. In a first-quarter earnings call, company executives said work on its first SpaceShip vehicle is on schedule, with the completed airframe recently moving from its assembly hangar to a testing hangar at its production facility near Phoenix. The vehicle will be completed and rolled out by the company’s next earnings call in August, after which it will be transported by Virgin’s Eve carrier aircraft to Spaceport America in New Mexico for flight tests. “We remain on track to commence flight testing in Q3 and space flight in Q4,” Michael Colglazier, chief executive of Virgin Galactic, said on the call, reiterating a schedule the company provided in its previous earnings call March 30. The confidence in that schedule, he said, has allowed the company to inform its current base of 650 customers approximately when each of them will fly. Those flights will take place in 2027 and into the first half of 2028. Doug Ahrens, chief financial officer of Virgin Galactic, said the company expects to fly four times a month in January 2027, ramping up to eight flights a month in the second quarter. The first SpaceShip will be joined by a second, currently being fabricated and scheduled for delivery at the end of this year or early next year. In the March call, Virgin Galactic announced it would sell 50 tickets at $750,000 each as an initial step to restarting commercial sales. In this call, the company did not disclose how many tickets had been sold but said there was strong interest. “The response has been strong and global in nature, and we’ve received qualified inquiries from customers across more than 20 countries,” Colglazier said. That interest, he noted, came from individuals, research organizations and government agencies. “We secured deposits for a meaningful portion of the available seats at this price point, and I expect we will close this limited tranche of spaceflight expeditions at the $750,000 price during our glide flight program in Q3,” he said. Virgin will then pause ticket sales to “begin onboarding” the new customers, later reopening sales, likely at a higher price. As the company gears up for commercial flights at a higher cadence than when it was flying its Unity vehicle, it is also preparing to increase production of the hybrid rocket motors that power SpaceShip. Colglazier said Virgin has started work on a motor assembly line at its Phoenix facility that should be complete in the fourth quarter. That will allow employees who have been working on assembling vehicles to shift to motor production “without missing a beat.” Virgin Galactic recorded a net loss of $65 million in the first quarter and had negative free cash flow of $93 million. The company ended the quarter with $251 million in cash and equivalents on hand. Executives said that is sufficient to keep the company operating through the beginning of commercial service, particularly since expenses will decline as the first vehicles are completed. The company raised $52 million in April through an at-the-market sale of stock, with the ability to sell $87 million more through the same mechanism. “Spending continues to decline quarter by quarter, debt retirements are being made on or ahead of schedule and cash balances are being maintained at appropriate levels as we work through the final quarters of our pre-revenue phase,” Colglazier said. GE Aerospace clears key milestone for XA102 next-gen fighter engine NewsAviation PRESS RELEASES By Emily Ryan Miller Key Points • GE Aerospace completed the Assembly Readiness Review for its XA102 adaptive cycle engine on May 11, 2026, validating design, manufacturing, and supply chain progress under the NGAP program. • All model-based engine demonstrations for Phase 1 have been completed, with GE Aerospace positioning for the next program phase award expected later in 2026. GE Aerospace has completed the Assembly Readiness Review for its XA102 adaptive cycle engine, clearing a critical design and manufacturing milestone in the U.S. Air Force’s Next Generation Adaptive Propulsion program and positioning the company to compete for the next program phase later this year. The ARR validates that the XA102 engine design, manufacturing processes, and supply chain are progressing on schedule, according to GE Aerospace’s announcement on May 11, 2026. Central to the milestone is a comprehensive digital engine model built on a model-based definition approach that replaces traditional two-dimensional engineering drawings with an integrated digital framework spanning design, manufacturing, and inspection. GE Aerospace has completed all model-based engine demonstrations associated with the first program phase, the company stated, marking the full closure of its Phase 1 technical commitments before the anticipated next-phase award decision later in 2026. Dr. Steve “Doogie” Russell, vice president and general manager of Edison Works at GE Aerospace, framed the milestone in terms of both technical maturity and competitive positioning. “With the completion of the Assembly Readiness Review, we are demonstrating the maturity of our XA102 engine design and the strength of our digital-first approach to developing next-generation propulsion systems,” Russell said in the company’s announcement. “Our use of a fully integrated digital engine model, which spans design, manufacturing, and inspection, positions us to deliver advanced capability faster and with greater precision for the warfighter.” The XA102 is the latest evolution in GE Aerospace’s adaptive cycle engine lineage, building directly on the XA100 program that preceded it under the now-discontinued Adaptive Engine Transition Program. The XA100 completed multiple successful rounds of testing that matured adaptive engine technologies and validated the core operating principles that the XA102 now advances. Adaptive cycle engines differ from conventional turbofans by incorporating a variable third stream of airflow that the engine management system adjusts dynamically based on flight conditions, optimizing either for fuel efficiency during cruise or thrust during combat maneuvering within the same flight. Earlier estimates from the AETP program indicated that adaptive cycle engines could deliver approximately 25 percent better fuel efficiency than the F135 currently powering all three F-35 variants, alongside significant thrust improvements and substantially greater electrical power generation capacity to feed the advanced sensors, electronic warfare systems, and potential directed energy weapons that next-generation combat aircraft will carry. The digital engineering approach GE Aerospace has built around the XA102 program represents a meaningful departure from how complex turbofan engines have historically been developed. Model-based definition replaces the engineering drawing packages that have governed aerospace manufacturing for decades with three-dimensional digital models that carry all the geometric, tolerance, and manufacturing intent information that a drawing conveys, but in a format that integrates directly with computer-controlled manufacturing equipment, automated inspection systems, and simulation tools. Model-based manufacturing means production equipment receives instructions derived directly from the digital model rather than interpreted from drawings, reducing the transcription errors and interpretation variability that drawings introduce. Model-based inspection closes the loop by using the same digital model as the reference against which manufactured parts are measured and validated. The integrated result is a development and production system in which the digital model and the physical hardware stay in continuous correspondence throughout the program, enabling faster design iterations, earlier identification of manufacturing problems, and more confident validation of performance predictions before a physical engine runs on a test stand. The NGAP program that both GE Aerospace and Pratt & Whitney are competing in was structured from the outset around two parallel development tracks, maintaining competition through the technology maturation and risk reduction phase before an eventual down-select to a single engine design for production. In August 2022, the Department of War awarded $975 million contracts each to GE Aerospace and Pratt & Whitney to begin NGAP technology maturation and risk reduction, with Boeing, Lockheed Martin, and Northrop Grumman receiving parallel awards for associated systems work, per the department’s contracting announcement. Pratt & Whitney announced completion of its own Assembly Readiness Review for the competing XA103 engine in a separate announcement, meaning both competitors have now cleared the same milestone and both are positioning for the next program phase award anticipated later in 2026. The engine that wins NGAP will power whatever aircraft the Air Force fields as its next-generation fighter, a platform expected to succeed and complement the F-22 and F-35 in the 2030s and beyond. That production run, measured against the scale of previous fighter engine programs, represents decades of manufacturing, sustainment, and upgrade work worth tens of billions of dollars. Both GE Aerospace and Pratt & Whitney have invested heavily in digital engineering infrastructure, supply chain development, and test capability specifically to position themselves for this competition, and both companies’ ARR completions indicate the programs are tracking on parallel schedules heading into the phase transition decision. Emirates Breaks Ground on New US$5.1 Billion Most Modern MRO in the World The 1.1 million square metre facility will feature the world's only hangar complex able to service 28 wide-body aircraft at once By Bhavya Velani May 18, 20264 Mins Read Photo: Emirates DUBAI- Emirates (EK) has broken ground on a US$ 5.1 billion engineering complex at Dubai South, a project set to become the world’s most modern and advanced maintenance, repair, and overhaul (MRO) facility. The development strengthens the position of Emirates (EK) and Dubai in global aviation capability and infrastructure. The new facility is located near Al Maktoum International Airport (DWC) and will eventually take on heavy maintenance work and spillover projects from the Emirates Engineering Centre at Dubai International Airport (DXB). Construction is expected to be completed by the middle of 2030. Photo: Emirates Emirates to Build MRO Complex at Dubai South The new engineering facility is being delivered by China Railway Construction Corporation, a leading construction and infrastructure development company. Artelia has been appointed as the project consultant for the development. The groundbreaking ceremony was held in the presence of His Highness Sheikh Ahmed bin Saeed Al Maktoum, Chairman and Chief Executive of Emirates airline and Group, Sir Tim Clark, President of Emirates Airline, His Excellency Khalifa Al Zaffin, Executive Chairman of Dubai Aviation City Corporation and Dubai South, and Dai Hegen, Chairman of China Railway Construction Corporation Limited. His Highness Sheikh Ahmed bin Saeed Al Maktoum said the groundbreaking is a strategic step forward in Dubai’s future-focused aviation ambitions. He explained that the new facility strengthens Emirates Engineering’s vertical integration strategy by bringing more skills, infrastructure, parts production, and specialist capabilities under one roof. He added that the investment positions the airline to serve as a strategic engineering partner for the future needs of the regional and global aviation industry, while aligning with the Dubai Economic Agenda D33. Photo: Emirates A Facility Built on a Massive Scale Emirates’ new engineering facility at Dubai South will span 1.1 million square metres. This will make it one of the largest buildings in the world by volume and the largest steel structure in the GCC. The facility will feature the world’s only hangar complex able to service 28 wide-body aircraft at the same time, along with two painting hangars. Other notable features of the facility include: • The largest free-span hangar in the world, at a width of 285 metres • The largest dedicated landing gear workshop in the world • 77,000 square metres of dedicated workshop space for repairs and maintenance • 380,000 square metres of storage and logistics capacity • Two paint hangars to service Emirates’ wide-body fleet, with extended capacity to also handle narrow-body aircraft • The technical facilities will be supported by a dedicated administrative building for Emirates Engineering. This will provide 50,000 square metres of office space and 15,000 square metres of training facilities. A gateway facility will also be built to control airside access. Photo: Emirates Leadership Comments on Strategic Value His Excellency Khalifa Al Zaffin said the mandate of Dubai South is aligned with the vision of the leadership to strengthen Dubai’s position as the aviation capital of the world. He noted that the groundbreaking marks another milestone in advancing aviation infrastructure around Al Maktoum International Airport (DWC), which is set to become the largest airport once completed. He added that the project will enhance Dubai’s capabilities to meet growing demand for advanced aviation services and maintenance solutions. Dai Hegen said the project is an important milestone reflecting the friendship and practical cooperation between China and the UAE. He stated that as the main contractor, the company will mobilize premium resources and assemble a professional team to deliver high-standard construction and quality results, aiming to build a model project for China-UAE cooperation. Photo: Emirates Sustainability at the Core Emirates’ new engineering complex at Dubai South is expected to set new benchmarks for sustainability. All project facilities are targeting a LEED Platinum rating. Solar panels will be installed on the roofs across the complex, along with other sustainability initiatives. Construction of the facility is expected to be completed by the middle of 2030. The hangar complex will initially start servicing aircraft requiring heavy maintenance and spillover projects from the Emirates Engineering Centre at Dubai International Airport (DXB). 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 Pilot Seriously Injured When Oil Starvation Stops Engine By General Aviation News Staff May 15, 2026 The pilot reported completing his pre-flight checks before beginning the cross-country flight in the Cessna 177. He specifically noted that he verified the oil level, confirming that the engine contained 7 quarts of oil. After ensuring that everything appeared normal, he departed. While cruising at an altitude of 3,500 feet, he observed a sudden drop in oil pressure to approximately 30 PSI. He declared an emergency with air traffic control and requested a diversion to Vaiden Field (A08) in Marion, Alabama. As the airplane descended, the engine began running roughly and the pilot observed oil leaking into the cabin near the rudder pedals. As he approached A08, he attempted to activate the runway lights using the airport’s common traffic advisory frequency, but the lights did not illuminate. Due to darkness and low ceilings, he was unable to visually identify the airport and initiated a go-around. Air traffic control then provided vectors to Craig Field (KSEM) in Selma, Alabama. However, the engine lost total power about 7 miles west of KSEM, and the airplane hit terrain about 2.5 miles from the runway. An FAA inspector responded to the accident site and reported crush damage to the cockpit and cabin, with buckling observed on both wings. The pilot sustained serious injuries in the crash. Examination of the engine revealed that the No. 4 piston was seized within its cylinder, and the corresponding connecting rod had fractured from the crankshaft. The engine oil pump showed no signs of malfunction, abnormal wear, or blockage. Cylinder Nos. 1 and 2 exhibited glazing, and the crankcase halves displayed signs of fretting with a large crack adjacent to the No. 4 cylinder. The crankshaft No. 4 throw bearing and connecting rod exhibited signs of extreme heat damage consistent with oil starvation. Portions of the connecting rod cap, bolts, and other components were found melted into the engine case, indicative of a severe heat event consistent with oil starvation. The Nos. 2 and 3 main bearing surfaces exhibited oil starvation signatures, and the camshaft was broken in half. The spark plugs were normal in color and exhibited no signs of damage. The engine oil sump was punctured consistent with ground impact. An unquantified amount of oil was present within the sump. Additionally, residual oil was observed in the engine cowling and on various engine components. Dirt and debris were noted along the underside of the fuselage, extending from the forward to the aft sections. An undetermined amount of oil was observed within the dirt and debris. A review of the airplane’s maintenance logbooks revealed that the engine had been overhauled approximately 180 flight hours before the accident. The logbooks did not contain an entry indicating that a break-in inspection had been performed, a standard procedure following engine overhaul to prevent premature wear or damage. The pilot told investigators he purchased the airplane from the previous owner in September 2022 at an engine time of 75 hours since overhaul. The maintenance facility that performed the overhaul had provided the previous owner with detailed instructions for the engine break-in procedure, including warnings regarding potential consequences of noncompliance. The instructions also stated that a warranty requirement of the overhaul was an inspection performed after 15 to 18 flight hours following overhaul. Review of airplane maintenance records revealed that the overhauled engine was installed on the airplane on May 22, 2018. An annual inspection was also performed on this date. The next annual inspection was performed on April 12, 2019, at 10.2 hours since overhaul. The maintenance log entry for this inspection specified that the engine oil was drained and refilled with 8 quarts of Aeroshell 100 (mineral oil), consistent with overhaul instructions to use mineral oil during the first 25 hours of operation. However, the entry did not mention any of the other inspection items specified in the 15- to 18-hour inspection. Subsequent annual inspections were performed in April 2020 at 29 hours and April 2021 at 67.2 hours since overhaul. There were no entries to indicate that the 15- to 18-hour inspection was performed in accordance with the maintenance facility’s instructions. Probable Cause: Insufficient lubrication of the engine’s internal components, which resulted in a total loss of engine power. NTSB Identification: 194288 To download the final report. Click here. This will trigger a PDF download to your device. Reply: Carlos Rodriguez-Botet says May 18, 2026 at 7:28 am Such bad timing for the publication of this article, since the pilot who had this accident just lost his life last week in the EMS flight that killed 4 in New Mexico. I sold that Cardinal to the person who crashed it the day of this article, and he had flown it over 100 hours after buying it from me. All maintenance regarding that overhauled engine was done BEFORE ME, not by “THE” previous owner as it says in the article, it was done by “A” previous owner. When I bought the plane it had one of those “fresh annuals” sellers advertise, but when we did the pre-buy inspection, without even removing the engine cowling it was clear to us that the annual inspection had been pencil-whipped. For example, it had a 3 blade prop installed when only a 2 blade was authorized for this model Cardinal, the engine mounts were loose (you could move them by shaking the prop), what looked like Harbor Freight rivets had been used instead of aviation rivets, and the wing STOL kit had been installed incorrectly, but to keep the very long list short, it took about $13,000 worth of repairs just to get it airworthy. In fact when I bought it, the seller delivered it directly to my maintenance shop, and it took months before repairs were completed and I ever flew it. After that it was a sweet flying machine, but I got bored with the great stable cross country platform the Cardinal is, and wanted something again like the RV-8 it had replaced. Graduate Research Request candidate in Aviation with a specialization in Human Factors at Embry-Riddle Aeronautical University. With nearly 40 years of experience in aircraft maintenance and aviation safety, his dissertation research examines how Aircraft Maintenance Technicians (AMTs) experience and describe decision-making during troubleshooting, inspection, and repair activities in Part 121 and Part 135 operations. The IRB-approved study seeks currently employed Part 121 and Part 135 AMTs with at least one year of maintenance experience to participate in one confidential 60 to 75-minute virtual interview focused on real-world maintenance decision-making. Participation is voluntary and confidential, and no proprietary or company-specific information will be requested. Although employed by the FAA, this research is conducted solely in an academic capacity and is not affiliated with or conducted on behalf of the FAA. Individuals interested in participating or learning more may contact Steve Poiani at poianadf@my.erau.edu. https://sites.google.com/view/aircraftmaintenancestudy/home Curt Lewis