July 29, 2026 - No. 30 In This Issue : FAA Issues Radio Altimeter Upgrade Mandate : Overhaul (MRO) center in Italy for C-130J Super Hercules aircraft : GTRE Envisions New Core for Kaveri 2.0 to Replace F404 Engine on Tejas Mk1A in Mid-Life Upgrade : United Airlines may purchase early Boeing jets rejected by Emirates : Rolls-Royce’s next-gen fighter jet engine clears key milestone ahead of ground trials : F-16’s AVEN Thrust Vectoring Nozzle Integrated with X-BAT’s F110-GE-129 Engine : RTX moves one step closer to proving hybrid-electric technology in flight : FAA Warns Boeing 737 MAX Seat Failure Could Endanger Passengers : McConnell AFB team member creates innovative solution to persistent problem : GE Aerospace Sets Up Dedicated F404-IN20 Line to Speed Up Tejas Mk1A Deliveries, Aims for 52 Engines by Next Year FAA Issues Radio Altimeter Upgrade Mandate Sean Broderick July 24, 2026 Credit: Getty Images The FAA’s radio altimeter (RA) upgrade mandate sets Dec. 30, 2030, as the deadline for commercial aircraft and will give other affected operations, including Part 135, until Oct. 31, 2034. The final rule, made public July 24, follows the Federal Communication Commission’s (FCC) July 22 adoption of a new round of wireless spectrum auction. The FAA mandate aligns with FCC plans to permit new wireless services in the 75 largest U.S. markets by the end of 2030, and other markets in mid-2031. Aircraft under Part 121 and some Part 129 operations must meet the initial deadline. Other affected aircraft, including military fleets, get until late 2034. The mandates apply only to operations in the contiguous 48 states. The FAA calculates that 58,500 RAs on 40,700 aircraft in the existing civil fleet must be upgraded. The initial deadline affects 27,200 RAs on 12,500 Part 121 and Part 129 aircraft, the agency said. Projected fleet growth will boost these figures to 29,500 RAs on 13,500 aircraft by the end of 2030, the FAA projects. The FAA estimates each upgrade will cost $80,000-120,000, or $4.8-7.2 billion for all affected civil aircraft. Domestic operators, including Part 135 carriers and other small entities, will see reimbursements for at least some of those costs under an FCC plan that will use some of the auction proceeds. Other operators, including non-U.S airlines, advocated for inclusion in the rebate program, but were not successful. “While foreign operators are not covered under FCC’s RA retrofit rebate program and therefore bear the full burden of replacement, some may be able to reduce their total costs by only replacing RAs in a subsection of aircraft designated for U.S. operations instead of replacing the RAs for all their aircraft,” the FAA said. The U.S. Defense Department (DOD) estimates it will spend $3-4 billion to upgrade its affected fleet and will need about eight years. “FAA will work with the [DOD] to address any aircraft that are not equipped by the Oct. 31, 2034, compliance deadline,” the FAA said. The final rule includes a provision to issue airworthiness directives with operational restrictions to protect legacy RAs from interference until the units are upgraded. Overhaul (MRO) center in Italy for C-130J Super Hercules aircraft Lockheed Martin and Leonardo have agreed to explore the possibility of establishing a maintenance, repair, and overhaul (MRO) center in Italy for C-130J Super Hercules aircraft, which will serve Europe and the Middle East and North Africa region. GTRE Envisions New Core for Kaveri 2.0 to Replace F404 Engine on Tejas Mk1A in Mid-Life Upgrade India’s roadmap for developing home-grown jet engines is moving forward with a clear, two-pronged strategy. The Defence Research and Development Organisation’s (DRDO) Gas Turbine Research Establishment (GTRE) is currently managing two distinct engine projects to meet the unique needs of the Indian Air Force. Originally conceived over four decades ago and separated from the main Light Combat Aircraft (LCA) programme in 2008 due to performance shortfalls, the indigenous Kaveri programme is now being revitalized. According to recent reports, the new Kaveri 2.0 is being developed independently from the much larger 120-kilonewton (kN) engine meant for the Advanced Medium Combat Aircraft (AMCA). The GTRE is now aiming to produce a 90kN thrust-class engine for this upgraded Kaveri platform. Defence sources state that the revamped Kaveri 2.0 is designed as a medium-thrust powerplant, perfectly suited for the future re-engining of platforms like the Tejas Mk1A. The older Kaveri Derivative Engine (KDE) could only manage around 49kN to 52kN of thrust, which falls short of the rigorous demands required for modern frontline fighter jets. To resolve this, Kaveri 2.0 aims to deliver a formidable 90kN to 100kN of maximum "wet" thrust (using an afterburner). To reach this peak, the engine must produce between 55kN and 60kN of "dry" thrust, marking a massive leap in core capability that will demand a completely overhauled architecture. This upgraded 90kN performance perfectly matches the output of the American-made General Electric F404 engines that currently power the Tejas Mk1A fleet. Given recent global supply chain delays affecting F404 engine deliveries from GE Aerospace—which have temporarily hindered Tejas manufacturing—a successful indigenous engine is more crucial than ever. As the current F404 engines reach their mid-life replacement cycle in the 2030s, a fully capable Kaveri 2.0 would offer a direct, home-grown replacement. This transition will slash India's reliance on imported defence hardware and ensure the fighter fleet remains fully operational without external supply chain hurdles. Technologically, achieving these new targets means the GTRE cannot just slightly modify the old engine; they must completely rethink the core design. Engineers are heavily concentrating on boosting the High-Pressure Compressor (HPC), which dictates the engine’s overall thrust and fuel efficiency. To increase the compressor's pressure ratio, the design will integrate advanced aerodynamic shapes and utilize modern blisks (bladed disks). Often machined from next-generation titanium alloys, blisks combine the rotor disk and blades into a single piece. This cuts down weight, enhances structural strength, and prevents air leaks, ultimately improving the engine's thrust-to-weight ratio. Shifting to this new core confirms that the Kaveri 2.0 is a comprehensive redesign rather than a simple tune-up. It will utilize state-of-the-art materials, such as single-crystal turbine blades, to withstand much higher temperatures and deliver vastly better thermal efficiency. This level of durability is non-negotiable if the engine is to survive the punishing demands of daily fighter operations. Meanwhile, a dry, non-afterburning variant of the Kaveri engine has already found a new purpose, successfully powering the DRDO Ghatak stealth unmanned combat aerial vehicle (UCAV). United Airlines may purchase early Boeing jets rejected by Emirates United Airlines is reportedly considering the acquisition of early-build Boeing 777X (777-9) airframes recently rejected by Emirates. If finalized, this deal would represent a massive shift in fleet strategy, making United the U.S. launch customer for Boeing's highly anticipated, next-generation widebody flagship. [1, 2] Why Emirates Rejected the Jets During the Farnborough International Airshow, Emirates President Sir Tim Clark emphatically confirmed the airline will refuse the first 10 to 11 production 777X airframes built between 2019 and 2020. [1, 2, 3] • Extensive Rework Needed: Because these jets were manufactured years before formal certification, they require severe structural, engineering, and software modifications to meet final production standards. [1, 2] • Not Economically Justified: Clark stated that the patchwork of upgrades is no longer practical or financially viable for Emirates. He sharply remarked that the heavily delayed jets might be better suited for Heinz to use as "baked bean cans". [1, 2] • Age Concerns: If accepted when deliveries finally commence in 2027, the airframes would already be nearly eight years old, drastically cutting into their planned service life with the Dubai-based carrier. [1, 2] The Opportunity for United Airlines While Emirates is focusing strictly on later-built, certified production frames, United Airlines views these orphaned aircraft as a lucrative bargain opportunity. [1, 2] • Accelerated Timeline: Since these planes are already built, taking them on could allow United to bypass standard multi-year delivery backlogs and put the aircraft into service far sooner than ordering fresh models. [1] • Bargain Pricing: Because Boeing is highly motivated to clear these stranded "terrible teens" style assets from its inventory, United is positioned to negotiate a steep discount. [1, 2, 3] • Fleet Renewal Needs: United operates some of the oldest active Boeing 777-300ERs in the world. Acquiring these high-capacity 777-9s would provide an immediate solution to upgrade high-density transpacific routes out of major hubs like San Francisco. [1, 2] Despite the rumors circulating through aviation network circles and industry analysts, neither Boeing nor United Airlines has officially locked in a purchase contract. [1, 2] Would you like to know more about the technical differences between these early 777X frames and the certified versions, or see how this might impact United's current 787 Dreamliner delivery schedule? [1] Rolls-Royce’s next-gen fighter jet engine clears key milestone ahead of ground trials The next-generation GCAP engine has passed over 100 component tests as partners prepare for full demonstrator ground trials. By Sujita Sinha Innovation Jul 21, 2026 08:18 AM EST GCAP power and propulsion system. Rolls-Royce Rolls-Royce, Avio Aero, and IHI Corporation have completed a key round of design reviews for the Global Combat Air Program (GCAP). This brings the next-generation fighter engine closer to ground testing. The update, announced on July 20, marks an important step in the development of the power and propulsion system for the future combat aircraft being jointly developed by the United Kingdom, Italy, and Japan. The three companies are creating a new engine to meet the high power, propulsion, and cooling needs of the future fighter. This progress comes after a year of working together and gets the engine demonstrator ready for its next big step. Design work advances toward engine testing The consortium said the recent design reviews have moved the program closer to final approval of the main engine demonstrator. Teams in all three partner countries have already started making engine parts. Engineers have finished over 100 tests on smaller components. The data from the full engine demonstrator will help decide the final design of the power and propulsion system for the GCAP aircraft. The demonstrator should help reduce technical and program risks before the aircraft moves to later development stages. It will also test engineering methods, digital tools, and production techniques to help speed up the design and development process. Collaboration expands across partner nations To help teams work more closely, the companies have opened a Collaboration Hub in Reading, United Kingdom. The facility allows teams from Rolls-Royce, Avio Aero, and IHI Corporation to work together in one place with the GCAP Agency and Edgewing. According to the consortium, the new center reflects how the growing partnership between the three companies has grown after a year of working more closely together on the engine program. “The progresses achieved by the teams across our three companies in developing the engine demonstrator represent a significant milestone in our shared commitment to delivering next-generation capability and meeting our customers’ evolving requirements. We are proud to continue strengthening our collaboration with Rolls-Royce and IHI, laying the groundwork for a strong, long-term partnership under GCAP,” Edoardo Curti, General Manager of the Defense Business Unit, Avio Aero, highlighted. Engine designed for future combat systems Unlike conventional fighter engines, the GCAP engine is being built to handle the high electrical and cooling needs of advanced onboard systems, such as future sensors and weapons. “We aren’t just generating thrust; we are creating a flying power station capable of managing the unprecedented electrical and thermal loads required by next-generation sensors and weapon systems. Working as one trilateral team with Avio Aero and IHI, we are breaking down geographical and industrial boundaries to deliver this capability at pace,” said Phil Townley, Director of Future Programs, Defense, Rolls-Royce. Noriyuki Nakamura, Senior Technical Advisor, Aero Engine, Space & Defense Business Area, IHI Corporation, added, “Within this international framework, IHI is integrating Japan’s cutting-edge engine technologies with the outstanding expertise of Avio Aero and Rolls-Royce to shape a new generation of power and propulsion – the ‘heart’ of tomorrow’s combat aircraft. By building a network of trust and co-creation that transcends national and corporate boundaries, this multi-decade endeavor will open new horizons for the defense aerospace engine industry and nurture future business, talent and international partnerships.” Program supports thousands of aerospace jobs The companies said the GCAP engine program currently supports over 9,000 skilled aerospace jobs around the world, including in the United Kingdom, Italy, and Japan. As the design improves, the consortium’s next goal is to start ground testing the engine demonstrator. The test results will check how well the engine works and how it handles the electrical power and heat from the aircraft’s future systems before moving to full-scale development. F-16’s AVEN Thrust Vectoring Nozzle Integrated with X-BAT’s F110-GE-129 Engine Published on: July 21, 2026 at 11:19 AM CESTFollow Us On Google News Parth Satam Screengrab showing the Axisymmetric Vectoring Exhaust Nozzle (AVEN) installed on the General Electric F110-GE-129 engine during testing. (Image credit: Shield AI) In a critical milestone towards the first flight later this year, Shield AI and GE Aerospace integrated the X-BAT with the AVEN thrust vectoring system which was tested in the 1990s on the F-16. Shield AI’s fighter-class X-BAT Vertical Take-Off Landing (VTOL) drone took a major step forward with the company announcing on Jun. 20, 2026, the integration of the Axisymmetric Vectoring Exhaust Nozzle (AVEN) with the General Electric F110-GE-129 engine that will power it. The company announced it had chosen the F110 back in November 2025. Shield AI said the two companies “successfully completed integration, actuation, and engine light-off testing” of the AVEN. The specialized AVEN nozzle suits the X-BAT’s unique launch and operation, providing the appropriate “thrust vectoring capability for vertical flight, launch, and landing,” the company’s release said. A video released by the company on Jul. 15 also showed the F110 undergoing “hotfire testing” in a wind tunnel facility, with three such powerplants visible. The video also showed a full-sized model of the aircraft being put through radar cross section testing in an anechoic chamber, wind tunnel trials, structural stress tests on the wing and, most importantly, the unique Launch and Recovery Vehicle for Tethered Flight. In our previous report, we had observed there were little details on this unidentified docking mechanism. The three deep slots seen on the LRVTF, corresponding to the X-BAT’s underside, give an idea about the unique system being developed for runway independent operation. The X-BAT, along with Lockheed Martin’s Vectis high-end full-stealth UCAV, is one of the autonomous unmanned fighters expected to be pitched during the Increment 2 phase of the U.S. Air Force’s Collaborative Combat Aircraft (CCA) program. Shield AI had previously said it plans the first vertical take-off test for the X-BAT in 2026, a full system flight testing and operational validation in 2028 and launch of production by 2029. AVEN nozzle integrated with F110 The latest footage released by Shield AI shows the variable geometry nozzle performing various expansions, contractions and shape changes – functions it would have to undertake during various stages of the X-BAT’s flight, including VTOL operations. “Engineers from both companies integrated the AVEN into the F110-GE-129E engine, then completed functional checkouts and engine light-off to verify system performance at GE Aerospace’s test operations site in Peebles, Ohio,” said the company. “This is the first fully integrated test campaign of its kind since the 1990s, bringing AVEN’s hardware, controls, and engine systems together to execute coordinated nozzle movement sequences using defined test protocols,” added Shield AI’s statement. The company further defined this as a “critical milestone in the program’s path to vertical flight.” The F110-GE-129 powers the F-16 from the Block 50 onward, the F-15K Slam Eagle, the F-15SA, the F-15QA and the F-15EX. The engine is Full Authority Digital Engine Control (FADEC)-capable, with an intermediate thrust of 76.3 kN and full afterburner thrust of 131.2 kN. The F110 was developed in the mid-1980s in response to an Air Force need for a 129 kN class engine that retained the durability, maintainability and reliability of the F100-PW-220 and F110-GE-100 powerplants. Pratt & Whitney and GE thus produced the F100-PW-229 and the F110-GE-129, respectively. Screengrab from a recent Shield AI promotional video showing an X-BAT model undergoing radar cross section in an anechoic chamber. (Image Credit: Shield AI) AVEN, F110 and X-BAT The AVEN nozzle was originally installed on the experimental F-16 Multi-Axis Thrust Vectoring (MATV) aircraft – later designated the NF-16D Variable In-flight Simulator Test Aircraft (VISTA). It then became the X-62A VISTA in July 2021, and is currently testing various autonomous air combat AI agents developed by Defense Advanced Research Projects Agency (DARPA), Air Force Research Laboratory (AFRL) and private contractors like Lockheed Martin. Shield AI’s senior vice president of aircraft engineering Armor Harris explained how the type of propulsion is key to the X-BAT’s VTOL, fully runway- and airbase-independent capability. “The AVEN is what makes vertical flight possible on a platform this size and this capable. We’re applying it differently than it was ever used before. Vertical flight requires fast gimbaling to maintain attitude control, a demand the original program never had to meet,” Harris said. RTX moves one step closer to proving hybrid-electric technology in flight The technology is expected to take to the skies in 2027 aboard a modified De Havilland Canada Dash 8-100 experimental aircraft. Read Next: Hydrogen-powered aviation takes step forward as MTU validates fuel cell systems By Transportation Jul 22, 2026 03:53 AM EST The RTX Hybrid-Electric Flight Demonstrator is targeting up to 30% improved fuel efficiency on a Dash 8-100 test aircraft. RTX Pratt & Whitney Canada has officially kicked off ground testing in Quebec for its flight-standard hybrid-electric propulsion system. The hybrid-electric setup pairs a conventional thermal engine with a 1-megawatt electric motor from Collins Aerospace and a specialized battery array built by Swiss developer H55. Designed for the RTX Hybrid-Electric Flight Demonstrator, this milestone is a step forward toward cleaner regional aviation. If all goes as planned, the technology is expected to take to the skies in 2027 aboard a modified De Havilland Canada Dash 8-100 experimental aircraft. The flight-standard engine for the RTX Hybrid-Electric Flight Demonstrator assembled at Pratt & Whitney Canada’s test facility. Credit: RTX Aviation’s next big leap Building a fully electric airliner sounds ideal. But technically it is very challenging. Jet fuel packs way more energy per pound than today’s top-tier lithium-ion batteries. However, packing enough batteries onto a passenger plane to fly long distances would make the airframe far too heavy to get off the ground. Instead of waiting decades for battery chemistry to catch up, aerospace engineers found a practical compromise: pairing high-efficiency electric power with thermal engines. The RTX demonstrator pairs a conventional Pratt & Whitney thermal engine with a heavy-duty, 1-megawatt electric motor engineered by Collins Aerospace. Energy flows from a modular 200-kWh battery pack developed by Swiss specialist H55. Standard jet engines are inefficient during takeoff and climb, losing 60 to 70 percent of their energy as waste heat. On the other hand, electric motors operate at over 90 percent efficiency. Interestingly, the hybrid system lets the 1-megawatt electric motor handle the energy-heavy demands of taxiing, takeoff, and initial climb, while the primary thermal engine stays in its optimal, high-efficiency sweet spot for cruise. On a typical 250-nautical-mile regional route, this division of labor slashes fuel consumption and carbon emissions by up to 30 percent. “Assembling the final, flight-standard propulsion system brings us one step closer to proving hybrid-electric technology in flight,” said Jean Thomassin, executive director, New Products and Services Introduction, Pratt & Whitney Canada. “We are advancing thermal engine and hybrid-electric technologies which could enhance fuel efficiency and performance for a wide range of future aircraft applications,” Thomassin added. All eyes on Dash 8 testbed High-voltage systems inside an aircraft bring unique engineering hurdles, including the risk of battery overheating and electrical arcing. To solve this, engineers utilized cutting-edge, lightweight semiconductors alongside ultra-high-power-density motors. The battery array is strategically distributed across the airframe to balance weight and housed inside custom fireproof, vented enclosures designed to safely isolate heat and gases in an emergency. With ground testing now underway in Longueuil, engineers will rigorously validate the engine and propeller integration before installing the system onto the Dash 8 testbed. Several major aerospace manufacturers and specialized tech firms are actively developing hybrid-electric propulsion systems for regional, commercial, and urban aircraft. As part of NASA’s Electrified Powertrain Flight Demonstration (EPFD) program, GE Aerospace collaborated with Boeing, Aurora Flight Sciences, and BETA Technologies to modify a Saab 340B testbed with a megawatt-class hybrid-electric propulsion system. Recently, the project achieved a major milestone by completing test flights above 30,000 feet — reaching typical commercial cruising altitudes. It showcased the system’s ability to reduce fuel burn and optimize power management. If successful, quiet, low-emission regional flights could shift from experimental trial to everyday reality sooner than travelers think. FAA Warns Boeing 737 MAX Seat Failure Could Endanger Passengers Proposed FAA directive targets improperly installed passenger seats on certain Boeing 737 MAX aircraft to improve emergency safety. By Bhavya Velani July 27, 20263 Mins Read Google News Photo: Boeing WASHINGTON, D.C.- The Federal Aviation Administration (FAA) has proposed a new Airworthiness Directive (AD) affecting certain Boeing 737-8, 737-9, and 737-8200 aircraft after reports of improperly installed passenger seat assemblies. The proposal applies to Boeing aircraft operated by airlines worldwide and is currently open for public comment. The proposed directive impacts Boeing 737-8, 737-9, and 737-8200 aircraft, commonly operated by airlines such as Ryanair (FR), United Airlines (UA), and Alaska Airlines (AS). The FAA said the issue could create safety risks during turbulence or emergency landings if left uncorrected. 737 Max; Renton Factory; 1st 737 Max on line; Aerial View from Front; K66444-03 | Photo: Boeing FAA Moves to Address Boeing 737 Seat Installation Issue The FAA issued the Notice of Proposed Rulemaking (NPRM) after receiving reports that some track-mounted passenger seat assemblies were not correctly secured to the aircraft seat tracks. According to the agency, the aft fitting shear plungers on affected seat assemblies were not fully lowered and engaged. As a result, the seat could become detached from the floor tracks if subjected to increased forces during severe turbulence or an emergency landing. The FAA warned that a detached passenger seat could injure passengers and cabin crew. It could also obstruct the aircraft aisle, slowing passenger evacuation during an emergency. These risks prompted the regulator to propose mandatory inspections before the issue contributes to a more serious safety event. Akasa Air 25th Boeing 737 MAX 8-200 Aircraft | Photo: Akasa Air Aircraft Models Covered by the Proposal The proposed Airworthiness Directive applies to specific Boeing: • 737-8 • 737-9 • 737-8200 The affected aircraft are identified in Boeing Special Attention Requirements Bulletin 737-25-1927 RB, dated December 10, 2025. Operators of aircraft listed in that bulletin would be required to comply if the proposal becomes final. The FAA noted that the proposed directive would apply to 453 U.S.-registered aircraft, although the total worldwide fleet affected is significantly larger because these models are operated by numerous international airlines. Photo: Boeing Airplanes Required Inspection and Corrective Actions If adopted, airlines would be required to conduct a detailed inspection of the left and right track-mounted passenger seat assemblies. Inspectors would verify that every seat track fitting is properly installed. If an incorrectly installed seat assembly is identified, operators would be required to correctly reinstall the affected seat before returning the aircraft to service. The FAA based the proposal on Boeing’s service instructions contained in Special Attention Requirements Bulletin 737-25-1927 RB. Photo: Boeing Airplanes Estimated Cost for Airlines The FAA estimates the inspection will require approximately one labor hour per seat assembly at an estimated labor cost of $85. Depending on cabin configuration, an aircraft could have as many as 69 track-mounted passenger seat assemblies, resulting in varying inspection costs between operators. If improperly installed seats are discovered, reinstalling each affected seat is also estimated to require one labor hour at an additional cost of $85 per seat assembly, excluding any warranty coverage that Boeing may provide. Photo: Clément Alloing Public Comment Period Now Open The FAA is accepting public comments on the proposed rule until September 10, 2026. After reviewing stakeholder feedback, the agency may revise the proposal before issuing a final Airworthiness Directive. The FAA emphasized that the proposal is intended to prevent passenger injuries and ensure cabin layouts remain clear for safe evacuations during emergency situations. 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 McConnell AFB team member creates innovative solution to persistent problem • Published July 28, 2026 • By Amn Daniel Obi • 22nd Air Refueling Wing Public Affairs MCCONNELL AIR FORCE BASE, Kan. (AFNS) -- A new invention solves multiple KC-46A Pegasus engine servicing issues. An original invention straight out of the McConnell Air Force Base Innovation Lab, a 3D-printed funnel for the KC-46A Pegasus has greatly reduced oil spillage and potential contamination, strengthening mission readiness. The funnel is used by the maintenance squadron in servicing the aircraft’s engine starter. "They were essentially using a turkey baster to service the KC-46 engine starter,” said Tech. Sgt. Brandon Branstetter, 22nd Aircraft Maintenance Squadron crew chief. “It was dripping oil onto the ground, and I knew there had to be a better way to solve the problem.” A thermoplastic polyurethane fuel funnel is used to service an engine starter at McConnell Air Force Base, Kan., July 17, 2026. The 3D-printed TPU funnel was created by McConnell's Innovation Lab to increase servicing efficiency while doing maintenance on engine starters by maintenance professionals. (Courtesy photo) Photo Details / Download Hi-Res A thermoplastic polyurethane fuel funnel is developed using 3D printing by the Innovation Lab team at McConnell Air Force Base, Kan., July 17, 2026. The TPU funnel was created to increase servicing efficiency while doing maintenance on engine starters by maintenance professionals. (U.S. Air Force photo by Airman Daniel Obi) Photo Details / Download Hi-Res A thermoplastic polyurethane fuel funnel is developed using 3D printing by the Innovation Lab team at McConnell Air Force Base, Kan., July 17, 2026. The TPU funnel was created to increase servicing efficiency while doing maintenance on engine starters by maintenance professionals. (U.S. Air Force photo by Airman Daniel Obi) Photo Details / Download Hi-Res Using the dimensions of the new tool, Branstetter created a 3D-rendered model in computer-aided design software and produced the first prototype using the Bambu Lab H2D printer. After evaluating several materials, he selected thermoplastic polyurethane because of its flexibility, durability and resistance to oil and fuel. These qualities make it well-suited for the application and extension of the funnel's service life. “Once I got the dimensions of it, I modeled it up in CAD and then decided to print it out of TPU after finding out the dimensions were correct,” Branstetter said. “We made it out of TPU because it is oil and fuel resistant, so it won't break down after continuous use.” No commercially available product could meet the unit's requirements because of the funnel's unique design, as well as maneuverability needed to service the engine starter. Commercial products also have cost considerations that prove to be less beneficial than making it in-house. Each funnel can be produced using a 3D printer for less than $3, providing a low-cost solution to the problem. “For the test ones, I printed them out of polylactic acid, which costs about 30 cents each test print, but for the final product we used TPU, which costs about $2 to $3 max,” mentioned Branstetter. Innovation will always come with specific challenges that will garner multiple trial and effort attempts. “It was a real specific design because of how the funnel needed to go across, but still be angled to where it could reach. It just had real specific and challenging dimensions,” said Branstetter. Although the funnel was designed to address a specific maintenance need, 3D printing has applications across many career fields at McConnell. The technology enables users to rapidly produce prototypes, custom tools, replacement parts and other specialized items while reducing material waste and keeping costs low. 3D printing has the ability to quickly produce tailored solutions, which makes it a valuable resource for units seeking to improve efficiency and solve unique operational challenges. “Almost any job can benefit from 3D printing. It's a cheap and convenient way to make readily available items to improve productivity,” Branstetter exclaimed. McConnell remains committed to fostering a culture of innovation across the installation and throughout the entire KC-46 fleet, as this innovation further increases the mission capability of the jet as a whole. Through the Innovation Lab, Airmen are expanding their perspectives and developing creative, mission-focused solutions that vastly increase readiness and improve operational effectiveness. GE Aerospace Sets Up Dedicated F404-IN20 Line to Speed Up Tejas Mk1A Deliveries, Aims for 52 Engines by Next Year • Raghav Patel In a major boost for India's indigenous aerospace sector, American engine manufacturer GE Aerospace has launched a specialised production facility exclusively for the F404-IN20 turbofan engine. This strategic move aims to drastically accelerate engine shipments for the Tejas Mk1A light combat aircraft, resolving the prolonged supply chain bottlenecks that previously hampered the fighter jet's manufacturing timeline. To smooth out these earlier constraints, GE has integrated its proprietary "FLIGHT DECK" lean operating model into the revitalised production approach. With the new assembly infrastructure in place, GE has firmly committed to dispatching between 20 and 22 engines by the close of this year, and an additional 30 units next year. This rapid turnaround is essential to meeting the Indian Air Force's strict target of operationalising the first full Tejas Mk1A squadron by March 2027. Over the past couple of years, the slow arrival of F404 engines emerged as the primary hurdle for the Tejas project. While Hindustan Aeronautics Limited (HAL) successfully built the airframes—with reports indicating that approximately 30 structures are already fully assembled—they were left waiting on the factory floor without their crucial powerplants. Consequently, this mismatch severely delayed HAL's intended rollout strategy. To clear this backlog, GE Aerospace overhauled its industrial capacity by restarting and dedicating a continuous supply chain for the F404-IN20, a variant custom-designed for the Tejas Mk1A featuring a higher-flow fan and single-crystal turbine blades. This dedicated line is structured to bring back stability to the delivery process, guaranteeing that HAL receives a steady, uninterrupted flow of engines as they scale up aircraft production. Currently, India stands as the world's most significant buyer of the F404-IN20 engine. The Indian Air Force initially signed a firm contract for 83 Tejas Mk1A fighters, which was later bolstered by government clearance for 97 more units. This colossal procurement brings the total fleet requirement to 180 aircraft. Because every single fighter requires one primary engine along with several spares for lifecycle maintenance, the sheer volume of this order transforms India into a vital long-term operator of the GE F404 series. The magnitude of this requirement directly justified GE’s substantial financial and operational investment into restarting a production line that had remained dormant for over five years. By securing 20 to 22 engines before the end of this year, HAL will finally be able to equip its stockpiled airframes and swiftly deliver them to the Indian Air Force. Furthermore, the anticipated delivery of 30 additional powerplants next year will reinforce the manufacturing tempo, allowing HAL to steadily push its annual Tejas Mk1A production rate towards a goal of 24 to 30 aircraft per year across its Bengaluru and Nashik facilities. This resurgence in the propulsion supply chain arrives at a pivotal moment for India's defence strategy. While awaiting the engines, HAL has been expanding its assembly footprint and outfitting the Mk1A with cutting-edge domestic technologies, including the Uttam Active Electronically Scanned Array (AESA) radar, next-generation electronic warfare suites, and locally developed weapon systems. In addition to meeting domestic needs, a reliable stream of F404 engines significantly bolsters the export potential of the Tejas Mk1A. With guaranteed engine availability and predictable delivery dates, the platform becomes a much more attractive and dependable option for allied nations looking to modernise their own air forces. Looking ahead, while the F404 remains the backbone of the Mk1A fleet, India's upcoming aerospace projects are shifting towards more robust propulsion technologies. The heavier Tejas Mk2 will be powered by the advanced GE F414-INS6 engine. Similarly, the fifth-generation Advanced Medium Combat Aircraft (AMCA) will utilise the F414 in its early phases, before eventually incorporating a highly anticipated, domestically produced high-thrust engine for its later blocks. Curt Lewis