September 9, 2026 - No. 36 In This Issue : FAA Orders A330neo Engine Fix, Delta Questions The Paperwork : What If We Looked At 100LL Differently? : US military nails GPS-free navigation in 4-hour ocean flight using quantum sensors : Airbus rolls out its first ever A350F freighter plane and the paint job couldn't be more appropriate for the jet's purpose : Northrop Grumman says 1,600 F-35 center fuselages delivered on schedule as Palmdale line sustains one unit every 30 hours : Pratt & Whitney Invests $25 Million in Poland for Most Advanced Fighter Jet in the World Engine : US ally assembles world’s most powerful operational fighter jet engine for the first time : Navy postpones new trainer jet proposal, award dates : Pratt & Whitney Invests $25 Million in Poland for Most Advanced Fighter Jet in the World Engine : GE Delivers Batch of Three F404 Engines to HAL for Tejas Mk1A; More Expected by Year-End Amid Supply Delays and Penalties FAA Orders A330neo Engine Fix, Delta Questions The Paperwork Kyle Stewart Posted onSeptember 6, 2026 2 Comments The FAA ordered oil pump safeguards for Trent 7000 engines powering Delta’s A330neos. Here’s what the rule requires and what Delta requested. The FAA Just Named Delta’s Engines For a month my airworthiness-directive reading has been all Boeing, from the win that lasted two days to the 767 wings to the 787 cracks the FAA handed American and United. The directive the FAA published on August 28 broke the pattern. This time, the engine is Rolls-Royce, the airplane is the Airbus A330neo (A330-900), and Delta has questions about implementing the fix. The new FAA rule follows reports of in-flight engine shutdowns. It does not identify which airlines experienced them, so this is not evidence that the reported incidents happened at Delta. What Went Wrong The problem starts inside certain lubrication and scavenge oil pumps. While I am not an enginner, from the documents it appears that early-life failure of the internal eccentric ring and gerotor prompted low oil pressure indications and commanded engine shutdowns. In other words, crews shut the engines down in response to the notifications. The European directive identifies the potential consequence plainly. A single engine shutdown or a dual shutdown, with reduced control or loss of control of the airplane. That’s an incredibly serious issue. The response is a set of installation criteria for affected pumps, rather than a wholesale replacement campaign. Those criteria apply when an affected pump is installed or reinstalled. Keeping track of the components and their operating history is part of the protection. The Rolls Royce Trent 7000 is the exclusive engine for the A330neo. It shares much of its core design with the Trent 1000 TEN used on the Boeing 787. The oil-pump service bulletin even carries a Trent 1000 identifier, although that is a bulletin number, not a pump part number. A Small Compliance Bill, A Serious Purpose The FAA rule covers all Trent 7000-72 and -72C engines and takes effect October 2, 2026. The agency estimates 98 affected engines installed on US-registered airplanes but this number appears to include spares as the airline only has 39 aircraft in service. Its estimated labor cost is $42.50 to verify the criteria before each pump installation, with a $340 screening test when required. Those are compliance estimates, not a measure of the danger posed by an engine shutdown. A relatively inexpensive precaution can prevent something very expensive indeed. In yet another case of “what is the FAA doing,” Europe’s original directive was issued January 29, 2024, more than two years before the FAA published its final rule. There is also a newer chapter: EASA superseded that directive in July 2026, retaining the requirements and expanding coverage to additional Trent 7000 models. For those that might suggest a political bend, this predates the current administration. In Europe, TAP, Condor, ITA Airways and Corsair together operate roughly 62 A330neos, representing about 124 installed engines. European installation safeguards date to February 2024, although those fleets grew since the directive was announced. It also wouldn’t include Air Greenland (one aircraft) or Virgin Atlantic (nine) that are owned outside of both governing bodies. That timeline deserves attention. It does not, by itself, tell us when Delta began following the manufacturer’s instructions. Delta’s Questions Were About Making It Work Delta and the Air Line Pilots Association were the two commenters on the FAA proposal. ALPA supported it unchanged. Delta raised a practical issue: during spare-engine or shop work, the eventual aircraft assignment may be unknown, making the opposite engine’s pump history unavailable. It requested revised wording. The FAA declined the request. Delta also challenged the engine-logbook documentation requirement. The FAA clarified that another document or maintenance system could hold the record. Neither response changed the rule. These exchanges appear in the FAA’s discussion of comments. I understand the paperwork objection. If the information is already captured in an appropriate maintenance system, the useful question is whether it is accurate and available when needed. The FAA should bend to what’s reasonable especially since the airline is the only US passenger operator (so far.) But the first request matters, too. Knowing which airplane an engine will eventually power is directly relevant when compliance depends on information about the other engine. Calling all of that an administrative complaint would undersell the operational problem Delta was describing. The docket shows what Delta wanted clarified and the agency’s response. Delta Is Buying More Of These Airplanes Delta is continuing to invest in the A330neo. Rolls-Royce announced an order for 32 additional Trent 7000 engines in January 2026, enough to power 16 aircraft. The airline says the order will bring its A330-900 fleet to 55 aircraft, with deliveries under the new widebody order beginning in 2029. The airline has described the type as part of its replacement strategy for older 767s. Candidly, it’s a great fit for the passenger count it replaces, adds operational efficiency and lots of flexibility through its enhanced range. It’s an important directive given the nature of the fixes and the severity as well as that these primarily operate on transatlantic services. An engine shutdown on a twin does not automatically mean that safety is put in jeopardy, but it is an emergency that demands a response. FAA guidance calls for a twin operating with one engine inoperative to land at the nearest suitable airport where a safe landing can be made. This also highlights something the aviation community community knows well but outsiders may not be aware: engine purchases usually account for half the cost of a new aircraft. One struggle that buyers of the Airbus A320 family aircraft have faced is that their entire airframe is unusable when engine manufacturers and suppliers struggle. When a single engine option is designated for an aircraft, airlines need to consider both the power generation and the airframe. Delta appears committed to the type despite the issue which may be a relatively easy fix even if the paper trail is not. Conclusion I would still fly a Delta A330neo (800 or 900) tomorrow. But the overarching theme is why is the FAA fighting practical implementation. Perhaps there is a reasonable answer but in the last few weeks (and in this case, the last few years), the agency seems to be slow to act and unwilling to compromise with airlines on elements as simple as record keeping. Maintenance records can have a direct safety purpose, especially when a decision about one engine depends on the history of the other. Delta’s questions about how to make that work are reasonable. The agency needs to find a way to work with airlines. What If We Looked At 100LL Differently? By Ben Sclair September 3, 2026 · 23 Comments] For years now, the aviation fuel discussion has mostly centered on one question: How do we get the lead out? And that makes sense. But maybe there is another question worth asking. How do we reduce lead emissions while still burning 100LL that many aircraft engines were designed to use? That is what caught my attention in a presentation at EAA AirVenture Oshkosh 2026 by Patrick Ealy, a master’s thesis candidate at the University of North Dakota. Ealy’s research does not argue that lead is harmless. Instead, it asks whether the issue — lead — is being framed too narrowly. As Ealy put it, “The best way to reduce emissions is to reduce your fuel burn — how much of the stuff you are using.” That is a practical place to start. Ealy’s proposal has three parts. First, install high-energy, variable-timing electronic ignition systems where practical. Burn less fuel and less lead goes into the atmosphere. The presentation highlighted early observations showing “20% to 25% savings,” adding that the technology “is available in the certified world.” Second, move toward 100VLL, a very-low-lead version of avgas. Ealy framed this as “a stepping stone” and that phrase matters. Too often, the fuel conversation becomes all or nothing — either aviation gets the lead completely out or no progress counts. That seems like a poor way to solve a practical problem. Ealy asked, “How many fewer tons of lead would be in the air, how much lower would the lead level be in the blood of our children, if we took a sensible approach and adopted technology as it was available?” That’s a good question. It deserves an answer. The third part is the one that really sticks with me: Capture lead before it leaves the airplane. This concept relies on a lead-collecting anode in the exhaust stream. In simple terms, instead of focusing only on what goes into the fuel tank, Ealy’s idea asks what might be done about what comes out of the exhaust pipe. “I believe we can sequester lead from the emissions and actually further reduce it significantly,” Ealy noted. “We can actually sequester it, hold it on the aircraft, and wipe out this anode at oil change periods so it’s no longer being emitted.” That’s an interesting idea. And that’s where it exists: An idea. It would need engineering, testing, certification, maintenance procedures, cost analysis, and a clear answer for handling the captured lead. It would also need to prove it does not create new safety risks or maintenance headaches. But aviation has solved hard problems before. What I appreciate is how Ealy is reframing the topic. Much of the public discussion treats the continued use of 100LL as a moral failure. Ealy’s proposal treats it as an emissions challenge. Aircraft owners are not refusing unleaded fuel because they enjoy lead. They want fuel that works in the airplanes they own, at the airports they use, in the conditions they fly. They want safety, availability, affordability, and trust. Those are not unreasonable wants. Maybe the lead-capturing exhaust filter is not the answer. Then again, maybe it is. Regardless, it is the kind of question general aviation should be willing to ask. US military nails GPS-free navigation in 4-hour ocean flight using quantum sensors Quantum sensors helped an aircraft navigate over the Pacific without GPS, improving position accuracy by 89%. By Bojan Stojkovski Military Sep 06, 2026 07:28 AM EST GPS-free flight marks major step for quantum navigation. Defense Intelligence Agency A successful flight test demonstrated that aircraft can navigate over the open ocean without relying on GPS, using quantum sensors to read subtle variations in Earth’s magnetic field. The test was conducted under the US Defense Innovation Unit’s MagNav program, which aims to develop resilient alternatives to satellite-based navigation for aviation and national security applications. The program focuses on technologies that can maintain accurate positioning when GPS signals are unavailable, disrupted, or deliberately jammed. In the particular case, an Embraer 170 flew for 4 hours and 23 minutes over the Pacific Ocean, traveling from Seattle’s Puget Sound to southern Alaska and back while operating without GPS. The system improved position accuracy by 89% compared with conventional backup navigation methods, while providing navigation data to pilots in real time through standard tablets. Turning Earth’s magnetic field into a navigation system MagNav, short for magnetic navigation, uses quantum sensors to detect variations in Earth’s natural magnetic field. These measurements create a magnetic map that aircraft can use to determine their position without depending on satellite signals. The development could provide a significant advantage in environments where GPS signals are unavailable, disrupted or deliberately jammed. Unlike satellite navigation, Earth’s magnetic field cannot simply be switched off or blocked by an adversary. “This is a significant win for the department’s quantum sensing priorities, showcasing that MagNav capabilities are no longer a distant research goal. We moved from problem sourcing to solicitation to prototype in a matter of months,” explained Kyle Norman, deputy director of DIU’s Kill Web portfolio. The technology also addresses limitations in conventional backup systems. Radar-based navigation and visual references such as roads, rivers and cities can be difficult to use over remote areas, while traditional onboard sensors can accumulate errors over time. By continuously comparing magnetic signatures against a map of Earth’s crust, MagNav is designed to provide an independent source of positioning information, including over featureless areas such as oceans. From prototype to military aircraft The MagNav program began in 2024 under the Transition of Quantum Sensing initiative. DIU received 72 applications before selecting Honeywell Aerospace to develop the prototype. The recent test represents an important move from laboratory development toward operational use. The system was able to stream navigation information directly to pilots using commercially available tablets, suggesting that adoption could require less modification to existing aircraft than more complex navigation systems. DIU and Honeywell now plan to conduct another demonstration aboard a US Air Force C-17 Globemaster III later this year. The larger military aircraft will provide an opportunity to test the technology in a more operationally relevant environment. If successful, MagNav could become an additional layer of navigation resilience for military aircraft operating in contested environments. Furthermore, it could also eventually provide a backup for civilian aviation, particularly as concerns grow over GPS interference and the vulnerability of satellite-based navigation systems. Airbus rolls out its first ever A350F freighter plane and the paint job couldn't be more appropriate for the jet's purpose Published on Sep 06, 2026 at 4:18 AM (UTC+4) by Ben Thompson Last updated on Sep 06, 2026 at 4:18 AM (UTC+4) Edited by Mason Jones Note: Must-see photos in the original article. Get our stories first Follow Supercar Blondie on Google News Airbus has rolled out the first A350F freighter plane, featuring an extremely appropriate paint job. At the paint shop in Toulouse, France, Airbus brought the freighter plane out for its big debut. This livery was the winning design of a public competition, in which 4,000 designs were submitted for consideration. And we have to say, the winning choice was very apt. Liveries can say a lot about the planes upon which they sit Most planes flying in the skies today will have fairly standard liveries upon them. So when the design deviates from the ‘norm’, we all tend to sit up and take notice. Over the years, there have been some truly eye-catching designs. Much like cars, there are plenty of creative avenues which planes can go down when it comes to outer appearance. And representing that perfectly is the Airbus A350F. The Airbus A350F has a very interesting design Emerging from its paint shop in Toulouse, the Airbus A350F features a paint job that is quite unlike what we’ve seen before. No sleek silver designs for this plane. Instead it’s brown, intended to resemble a delivery box that you might find in the mail room of an apartment building. Shipping labels are ‘plastered’ on the side, alongside the words ‘Open her for business’. This livery came courtesy of the public, from whom 4,000 entries were submitted in a design competition. For the final design, two entries were merged. One came from John Feehan, a graphic designer from Dublin, and the other came from brothers Quinnten and Ellisten Iversen from Calgary, Canada. When can we expect to see this plane take flight? It’s been reported that a first flight is expected to take place around late September, although this could trickle over into October depending on weather or technical checks. Two A350Fs have been built for the test program. Entry into service is expected to occur by the end of 2027. Timeline of the Airbus A350F July 2021: Airbus formally approves the launch of a dedicated freighter version of the A350, aiming for entry into service in 2025. November 2021: First commercial orders received from Air Lease Corporation, with CMA CGM Group following soon after. April 2023: Manufacturing begins. May 2025: The wings are completed. August 2025: Main fuselage sections arrive at the Final Assembly Line in Toulouse. April 2026: The composite main-deck cargo door is completed in Spain and sent to France for integration. September 2026: Targeted maiden flight to kick off a 15-month certification campaign. Late 2027: Targeted entry into service. 2028: Expected start of deliveries at commercial volume, with launch operators putting it into revenue service. Northrop Grumman says 1,600 F-35 center fuselages delivered on schedule as Palmdale line sustains one unit every 30 hours By Lukasz Prus (Defence Industry Europe) Air | September 2, 2026 Photo: Northrop Grumman. Northrop Grumman has delivered 1,600 F-35 Lightning II center fuselages on schedule, extending output from an automated California plant built to support U.S. and international customers. Its Integrated Assembly Line in Palmdale completes one center fuselage every 30 hours while producing structures for all three variants of the stealth fighter on a single line. “1,600 F-35 center fuselages delivered on schedule. With a center fuselage completed every 30 hours, our teams are building at the pace needed to support the F-35 fleet,” Northrop Grumman said in a social media statement. The production line began operating in 2011 and had delivered more than 1,400 center fuselages by July 2025. Northrop Grumman announced the 1,500th delivery on Jan. 12, 2026, before raising its disclosed total to 1,600. The U-shaped facility is located at the company’s Aircraft Integration Center of Excellence and contains more than 115 build stations and 22 automated systems. Northrop Grumman designed the line to improve quality, safety and affordability while sustaining a production interval of 1.25 days. Digital manufacturing tools have also helped the company shorten production and training timelines. Northrop Grumman said its use of augmented and virtual reality reduced center fuselage assembly time by 35% and the technician learning curve by 20%. “We knew that automation and robotics would be key to meeting the F-35 program’s goal of continued high-volume production,” said Glenn Masukawa, vice president and general manager of Northrop Grumman’s Air Dominance division. “We also needed to be affordable, which implied a lot of cost reductions over time.” Northrop Grumman drew on practices from the U.S. automotive sector when developing the automated system. “We teamed up with KUKA Systems North America, a Detroit-based automation technology company that specialized in integrating assembly lines for the automotive industry,” said Scott Johnson, F-35 center fuselage integrated product team lead. “We blended their understanding of automation and automotive production lines with our expertise in aerospace tooling. The resulting Integrated Assembly Line (IAL) represents the best production practices from both industries,” Johnson added. The line can produce center fuselages for the conventional takeoff and landing, carrier, and short takeoff and vertical landing variants using common production infrastructure. “All three variants use the same base tooling,” Johnson said. “Our secret sauce, however, is Northrop Grumman’s very robust global supply chain.” Components for each aircraft arrive in containers known as shadow boxes, which use foam cutouts to organize the parts required for a specific center fuselage. “This simple but very effective process means that we have near-perfect accuracy in installing the right part on the right jet,” Masukawa said. Northrop Grumman has served as a principal member of the Lockheed Martin-led F-35 industry team since 2001, supporting development, production and sustainment across the program. Beyond the center fuselage, it produces the AN/APG-81 active electronically scanned array radar, components for the integrated communications, navigation and identification system, and wing skins. The company also sustains the Electro-Optical Distributed Aperture System and provides modernization and fleet-support services to U.S. and international customers. Northrop Grumman said it has invested more than $13.5 billion in U.S. infrastructure and research and development to support current and future national-security requirements. Pratt & Whitney Invests $25 Million in Poland for Most Advanced Fighter Jet in the World Engine The Niepołomice expansion will increase engine component production and create more than 120 jobs by 2028. By Bhavya Velani September 5, 20263 Mins Read Note: See photos in the original article. Photo: Lockheed Martin WARSAW, POLAND- Pratt & Whitney (PW) is investing $25 million to expand its facility in Niepołomice, Poland (NIE), strengthening production of precision components for commercial and military engines. The expansion is expected to become operational in 2028 and create more than 120 jobs. The facility produces complex tubular assemblies for the GTF, PW800 and F135 engine programs. Photo: Lockheed Martin Pratt & Whitney Expands Niepołomice Engine Production Pratt & Whitney announced the investment on September 4, 2026, as part of its continued expansion of manufacturing capabilities in Poland. The Niepołomice facility specializes in complex tubular assemblies and other high-precision engine components. The components produced at the site support several major engine programs across Pratt & Whitney’s commercial and military portfolio. These include the GTF family for commercial aircraft, the PW800 family for business jets, and the F135 engine used across all variants of the F-35 Lightning II fighter aircraft. The $25 million investment will expand the facility’s production capabilities and support additional employment. More than 120 new jobs are expected to be created once the expansion becomes operational in 2028. ↗ Photo: Pratt and Whitney Poland Strengthens Role in Pratt & Whitney Manufacturing The Niepołomice project follows a separate $100 million investment announced by Pratt & Whitney in April 2026 for its facility in Rzeszów, Poland (RZE). The Rzeszów investment is aimed at expanding production capacity and adding advanced manufacturing capabilities to meet global demand for engine components. Together, the two investments represent $125 million in planned Pratt & Whitney investment in Poland during 2026. The company said the spending reflects the country’s importance to its global engine production network. Dariusz Stopa, general manager of Pratt & Whitney in Niepołomice, said Poland serves as a key hub in the company’s global engine production operations. He also highlighted the role of Niepołomice employees in manufacturing high-precision components for commercial and military aircraft worldwide. Photo: Lockheed Martin Components Support Commercial and Military Engines The Niepołomice facility produces components for both commercial aviation and defense programs, giving the site a broad role within Pratt & Whitney’s manufacturing network. The GTF engine family powers several commercial aircraft programs, while the PW800 is used on business jets. The F135 provides propulsion for all variants of the F-35 Lightning II, making its components part of a major military aviation program. By expanding the facility, Pratt & Whitney will increase its ability to manufacture these precision components while adding skilled manufacturing positions in the region. Photo: RTX Polish Government Supports Investment The $25 million project is supported by the Polish government through the Polish Investment Zone Program, which is designed to encourage investment and economic development in Poland. The investment also adds to RTX’s wider industrial presence in the country. RTX operates through its Collins Aerospace, Pratt & Whitney and Raytheon businesses in Poland. Poland is RTX’s largest employee base outside the United States, with more than 9,500 employees across the three businesses. The latest Pratt & Whitney investments further expand the company’s manufacturing footprint in the country. Photo: By U.S. Air Force – http://www.jsf.mil/images/gallery/sdd/f135/sdd_f135_018.jpg, Public Domain, https://commons.wikimedia.org/w/index.php?curid=86285563 Pratt & Whitney Poland Investment: Key Details DetailInformationCompanyPratt & Whitney (PW)Parent companyRTXInvestment$25 millionLocationNiepołomice, Poland (NIE)Expected operation2028New jobsMore than 120Main productsComplex tubular assemblies and precision engine componentsEngine programsGTF, PW800 and F135Government supportPolish Investment Zone ProgramAdditional 2026 investment$100 million in Rzeszów 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 US ally assembles world’s most powerful operational fighter jet engine for the first time Patria’s new facility will eventually maintain and overhaul the engines powering Finland’s F-35 fleet. By Kaif Shaikh Military Sep 05, 2026 12:07 PM EST The engines powering Finland’s new F-35 fighters will now be assembled at home, giving the country a new domestic capability for supporting its fleet. Wikimedia Commons Finland has completed the assembly of its first F135 fighter engine, marking a major milestone in the country’s participation in the F-35 program and establishing a new domestic capability for supporting the aircraft. The engine was assembled by Finnish defense company Patria at its new facility in Linnavuori, Nokia, where the company is responsible for assembling Finland’s F135 engines and will eventually carry out their maintenance, repair, and overhaul. Patria and Pratt & Whitney, an RTX business, agreed to begin final assembly of the engines in Finland in February 2026. F135 assembly begins in Finland The completion of the first engine was celebrated at an event at Patria’s Linnavuori facility on September 3, 2026. Production is now entering full-scale operations and is planned to continue through 2030. The facility will subsequently support the F135 fleet throughout the F-35’s service life in Finland, with Patria preparing to adapt the production line for Maintenance, Repair, Overhaul and Upgrade (MRO&U) activities. “This is a significant milestone,” said Colonel (ret.) Henrik Elo, F-35 Program Director of the Finnish Air Force. He said having engines assembled in Finland demonstrates the close cooperation between Finnish and US defense organizations and industries while strengthening Finland’s domestic security of supply. The capability is being established as Finland prepares to receive its first F-35A fighters. The country’s first aircraft are scheduled to arrive at the Lapland Air Wing in Rovaniemi in autumn 2026. Finland ordered 64 F-35A fighters, and domestic industrial participation is an important part of the country’s acquisition program. The new engine capability gives Finland a role not only in operating the aircraft but also in supporting its propulsion systems locally. From assembly to long-term engine support Patria and Pratt & Whitney signed a framework agreement for F135 MRO&U operations in 2024, laying the groundwork for Finland’s longer-term engine sustainment capability. The F135 is the propulsion system used by the F-35 family. It is built around a three-stream adaptive architecture designed to provide the thrust required for high-performance flight while supporting the aircraft’s thermal and electrical demands. For Finland, however, the significance of the new facility goes beyond assembling individual engines. Maintaining critical propulsion equipment domestically can reduce dependence on overseas industrial capacity when engines require major servicing, potentially improving fleet availability and resilience. Pratt & Whitney said the Finnish capability will expand the global F-35 sustainment network and strengthen propulsion support in Finland. The company is working with Patria as part of the broader international F135 support system. Patria estimates that the agreement will directly create approximately 50 jobs between 2025 and 2030. The company says the expertise developed through engine production will also support future maintenance and sustainment activities. Once operational, the Linnavuori facility is therefore expected to become a long-term part of Finland’s F-35 support infrastructure rather than simply a temporary assembly line. The development also gives Finland a deeper role in the global F-35 industrial ecosystem. As more F-35 operators establish local maintenance and component capabilities, the network is becoming increasingly distributed across partner nations. The timing is particularly significant for Finland as its first F-35As are due to arrive just as the country’s domestic F135 engine capability moves from preparation into production. Navy postpones new trainer jet proposal, award dates Textron Aviation Defense and SNC are currently competing for the Navy's Undergraduate Jet Training System program. By Diana Stancy September 02, 2026 10:12 am A T-45C Goshawk, attached to Training Airwing (TV) 2, launches from the flight deck of the Nimitz-class aircraft carrier USS Harry S. Truman (CVN 75). (U.S. Navy photo by Mass Communication Specialist Seaman Michael Gomez) WASHINGTON — The Navy is postponing when it plans to issue an award for the service’s new training jet — and is extending the deadline for when competitors can submit their proposals for the competition, according to a new request for proposal (RFP). Previously, the Navy had said it intended to announce the award for the Undergraduate Jet Training System (UJTS) in March 2027, but Tuesday’s RFP noted the service now plans to issue the award on June 30, 2027. Likewise, the Navy is pushing back the window to submit proposals for the jet from Sept. 9 to Oct. 30, 2026. This is the second deadline push after the Navy originally gave a July 2026 deadline. Aviation Week first reported on the updated RFP. The Navy’s new trainer jet is slated to succeed the service’s T-45 Goshawk fleet that the service first started using in the early 1990s to train Navy and Marine Corps aviators for jet carrier aviation and tactical strike missions. In March, the Navy shared an RFP that detailed it is no longer requiring the new trainer jet to land on aircraft carriers, unlike the T-45. The Navy also said it isn’t requiring the new aircraft to support field carrier landing practice (FCLP) to touch down, which aims to simulate a carrier landing on an airfield runway. Instead, the aircraft must support FCLP to wave off, and the Navy said in the RFP that competitors should detail “unique aircraft simulation capabilities” to prepare aviators to land on carriers. Currently competing for the UJTS program are Textron Aviation Defense, offering the Beechcraft M-346N as part of a partnership with Leonardo, and SNC, which is offering its Freedom trainer with Northrop Grumman and General Atomics. Lockheed Martin announced in April it would not put forth its offer of the TF-50N with Korea Aerospace Industries for the program, and Boeing announced in June it also would exit the competition. Pratt & Whitney Invests $25 Million in Poland for Most Advanced Fighter Jet in the World Engine The Niepołomice expansion will increase engine component production and create more than 120 jobs by 2028. By Bhavya Velani September 5, 20263 Mins Read Note: See photos, videos and tables in the original article. Photo: Lockheed Martin WARSAW, POLAND- Pratt & Whitney (PW) is investing $25 million to expand its facility in Niepołomice, Poland (NIE), strengthening production of precision components for commercial and military engines. The expansion is expected to become operational in 2028 and create more than 120 jobs. The facility produces complex tubular assemblies for the GTF, PW800 and F135 engine programs. Photo: Lockheed Martin Pratt & Whitney Expands Niepołomice Engine Production Pratt & Whitney announced the investment on September 4, 2026, as part of its continued expansion of manufacturing capabilities in Poland. The Niepołomice facility specializes in complex tubular assemblies and other high-precision engine components. The components produced at the site support several major engine programs across Pratt & Whitney’s commercial and military portfolio. These include the GTF family for commercial aircraft, the PW800 family for business jets, and the F135 engine used across all variants of the F-35 Lightning II fighter aircraft. The $25 million investment will expand the facility’s production capabilities and support additional employment. More than 120 new jobs are expected to be created once the expansion becomes operational in 2028. Photo: Pratt and Whitney Poland Strengthens Role in Pratt & Whitney Manufacturing The Niepołomice project follows a separate $100 million investment announced by Pratt & Whitney in April 2026 for its facility in Rzeszów, Poland (RZE). The Rzeszów investment is aimed at expanding production capacity and adding advanced manufacturing capabilities to meet global demand for engine components. Together, the two investments represent $125 million in planned Pratt & Whitney investment in Poland during 2026. The company said the spending reflects the country’s importance to its global engine production network. Dariusz Stopa, general manager of Pratt & Whitney in Niepołomice, said Poland serves as a key hub in the company’s global engine production operations. He also highlighted the role of Niepołomice employees in manufacturing high-precision components for commercial and military aircraft worldwide. Photo: Lockheed Martin Components Support Commercial and Military Engines The Niepołomice facility produces components for both commercial aviation and defense programs, giving the site a broad role within Pratt & Whitney’s manufacturing network. The GTF engine family powers several commercial aircraft programs, while the PW800 is used on business jets. The F135 provides propulsion for all variants of the F-35 Lightning II, making its components part of a major military aviation program. By expanding the facility, Pratt & Whitney will increase its ability to manufacture these precision components while adding skilled manufacturing positions in the region. Photo: RTX Polish Government Supports Investment The $25 million project is supported by the Polish government through the Polish Investment Zone Program, which is designed to encourage investment and economic development in Poland. The investment also adds to RTX’s wider industrial presence in the country. RTX operates through its Collins Aerospace, Pratt & Whitney and Raytheon businesses in Poland. Poland is RTX’s largest employee base outside the United States, with more than 9,500 employees across the three businesses. The latest Pratt & Whitney investments further expand the company’s manufacturing footprint in the country. Photo: By U.S. Air Force – http://www.jsf.mil/images/gallery/sdd/f135/sdd_f135_018.jpg, Public Domain, https://commons.wikimedia.org/w/index.php?curid=86285563 GE Delivers Batch of Three F404 Engines to HAL for Tejas Mk1A; More Expected by Year-End Amid Supply Delays and Penalties • Thread starter • Raghav Patel • Start date • Thursday at 7:20 PM Featured News • Thursday at 7:20 PM Replies: 3 In a significant boost to India's aerospace manufacturing, GE Aerospace successfully dispatched a fresh batch of three F404-IN20 turbofan engines to Hindustan Aeronautics Limited (HAL) in August 2026. In an official statement, the American manufacturer expressed its pride in collaborating with HAL and the Indian Air Force (IAF) to provide the necessary powerplants for the nation's domestically developed combat aircraft. This recent shipment arrives at a critical juncture for the Light Combat Aircraft (LCA) Tejas Mk1A project. The aircraft's production schedule has experienced notable setbacks in recent months, primarily caused by severe supply chain bottlenecks that limited the availability of these essential engines. With three more units arriving, HAL's assembly lines can proceed with outfitting the awaiting airframes. Addressing these ongoing delays earlier in April, former HAL Chairman DK Sunil noted that GE Aerospace had provided assurances regarding a steady supply of powerplants. The American firm committed to delivering a total of 20 F404 engines throughout the second half of 2026, spanning the period from June to December. According to reports, this latest arrival of three engines brings the total number of units delivered to ten. The timely procurement of these engines remains the most decisive factor in determining how quickly the LCA Tejas Mk1A jets can be finalized and handed over to the IAF. While HAL has consistently confirmed that its manufacturing infrastructure and assembly lines are fully prepared, actual aircraft deliveries are entirely contingent upon receiving the F404 engines on schedule. In response to the missed delivery deadlines, HAL has invoked the penalty clauses outlined in their agreement with the engine supplier. Officials from the Indian aerospace firm previously clarified that the contract mandates the imposition of liquidated damages on GE Aviation in the event of supply delays, ensuring that the financial costs of these setbacks are officially recovered. The IAF has placed massive orders with HAL for a total of 180 Tejas Mk1A fighter aircraft to modernize its combat fleet and replace older jets. This massive procurement includes an initial order for 83 jets and an anticipated follow-on order for an additional 97 aircraft, making the steady flow of GE engines absolutely vital for India's national defence strategy. Before this latest batch, HAL took delivery of its seventh F404-IN20 engine in July 2026 after resolving some earlier quality inspection issues with the sixth unit. GE Aerospace is currently executing a massive ₹5,375-crore contract, which was officially signed in 2021, to supply a total of 99 engines designed specifically for the Tejas Mk1A fleet. The F404-IN20 variant is heavily customized for India's specific single-engine fighter requirements. Generating a maximum thrust of 19,000 pounds (85 kN), it represents the most powerful version within the entire F404 engine family. Official company details indicate that this specialized model incorporates advanced technology, including a higher-flow fan, Full Authority Digital Engine Control (FADEC) systems, and specialized single-crystal turbine blades capable of handling extreme temperatures. Globally recognized for its reliability, the F404 series stands as one of the most widely used and successful turbofan engines in military aviation history. GE Aerospace highlights that various versions of this engine currently power thousands of frontline combat aircraft across multiple nations. GE Aerospace had previously completed its initial commitments to HAL back in 2016, successfully supplying 65 F404-IN20 units for the earlier iterations of the Tejas LCA. Because there were no immediate follow-on orders from India at the time, the manufacturer completely shut down the dedicated production line for this specific engine variant. The situation changed drastically in 2021 when HAL finalized the new order for 99 additional engines to support the advanced Mk1A programme. Consequently, GE Aerospace had to reactivate its Boston-based F404-IN20 manufacturing facility, which had been dormant for roughly five years, and undertake a complex process to re-establish its global supply chain. The current engine configuration is the direct result of years of close collaboration. Technical teams from both GE Aerospace and India's Aeronautical Development Agency worked hand-in-hand to fine-tune the propulsion system so it perfectly aligns with the IAF's demanding operational parameters. Over years of testing and operational service, the American engine maker notes that the F404 platform has proven itself as a highly reliable and exceptionally capable match for the aerodynamic design of the Tejas fighter jet. This synergy was evident during the aircraft's initial flight trials. Company records highlight that during a landmark test flight in 2008, a Tejas prototype equipped with the GE engine successfully reached various high-altitude mission profiles and smoothly accelerated beyond the sound barrier to achieve speeds of Mach 1.1. Celebrating the recent deliveries, GE Aerospace released a statement emphasizing that the shipment of these latest engines reflects the deep, four-decade-long industrial partnership shared with HAL. The company views this ongoing collaboration as a clear indicator of their shared ability to strengthen and secure the future capabilities of India's armed forces. The American supplier further described the latest handover as a major milestone in their historic relationship with India's primary aviation firm. They reiterated their dedication to bolstering the nation's military readiness by powering next-generation fighter platforms, while simultaneously helping to elevate the country's domestic defence manufacturing ecosystem. GE Aerospace’s involvement in the Indian subcontinent is deeply rooted in the history of the nation's military aviation sector. The company has consistently served as a primary propulsion partner for India's indigenous aerospace initiatives over several decades. The foundation of this partnership was laid in the 1980s through initial engagements with the Aeronautical Development Agency (ADA). This early cooperation eventually led to the official selection of the customized F404-IN20 engine to power the Tejas LCA project in 2004, a defining moment that GE Aerospace considers a major technological and strategic breakthrough for both their corporation and India's defence ambitions. Curt Lewis