October 21, 2026 - No. 42 In This Issue : U.S. FAA certifies Boeing 737-10, largest member of 737 MAX family : Tell me about the US Air Force test where an F-22 pilot controlled a fighter drone midair : $369,000,000 US Air Force Lockheed Martin F-22 Raptor Stealth Fighter Biggest Flaw Summed Up in 1 Word : Why the F-47 adaptive cycle engine makes every other fighter jet on Earth instantly obsolete (Video) : American Airlines’ 70 Boeing 787s Face Replacement Cost of $5,000 Per Window : If we got rid of some contrails, we could eliminate up to two percent of all global warming. : US Air Force takes delivery of a perfectly fine Lufthansa Boeing 747 jumbo jet just to carefully dismantle it in the Arizona desert : Russia Gives Tu-160M a New Technological Core While Retaining Its Historic Soviet-Era Airframe Design. : What did US officials and aerospace CEOs discuss regarding aircraft approvals on Wednesday? :2,000 new jobs in Texas. 6,000 jobs planned nationwide. U.S. FAA certifies Boeing 737-10, largest member of 737 MAX family October 20, 2026 • Certification program included nearly 1,000 total test flights and extensive safety assessments and design reviews. • Regulatory approval clears Boeing to deliver a single-aisle jet with the best seat economics and safety enhancements. EVERETT, Wash., Oct. 20, 2026 /PRNewswire/ -- The U.S. Federal Aviation Administration (FAA) today certified the newest and largest Boeing 737 MAX airplane, the 737-10, clearing the way for Boeing [NYSE: BA] to begin delivering the airplane in the coming months. The 737-10 completes the 737 MAX family, which offers airlines the most efficient and flexible single-aisle airplane lineup in aviation. The largest model builds on the family's common architecture while taking capabilities to a new level: • Capacity to serve 230 passengers in maximum seating configuration • Lowest per seat costs of any single-aisle airplane in service • 365 nautical miles more range than competitors without auxiliary fuel tanks The airplane also introduces safety enhancements, including an enhanced Angle-of-Attack system that will become standard across the 737 MAX family. "Completing the certification program clears the path for us to deliver a Boeing airplane that will set a new standard in commercial aviation. The 737-10 offers greater capacity, longer range and the best seat economics in its class, a platform that will create more value and opportunities for airlines around the world," said Stephanie Pope, president and CEO of Boeing Commercial Airplanes. "We are also delighted to complete the 737 MAX family and provide our customers the most-efficient and flexible single-aisle airplane portfolio in the industry." More than 30 customers around the world have purchased the 737-10 model, with orders totaling 1,555 airplanes to date, or more than 30 percent of the 737 MAX program's current order book. The 737-10 is the first commercial airplane to be certified to the full extent of the 2020 Aircraft Certification, Safety, and Accountability Act (ACSAA), which mandated enhanced documentation of safety assessments and human factors evaluations. In compliance with ACSAA and FAA certification requirements, Boeing completed a rigorous certification program for the 737-10, including: • More than 2,000 total flight hours, plus 1,000 ground test hours. • Tens of thousands of pages of documentation and many hours of formal meetings with the FAA. "Our flight test team ran a disciplined, methodical campaign to validate every system. That rigor gives us confidence as we move toward deliveries," said Chris Payne, vice president and general manager of 737 Airplane Development Programs for Boeing Commercial Airplanes. "I'm incredibly proud of the entire team for their focus and professionalism." More information on 737 MAX family The 737 MAX program offers a family of highly-efficient airplanes that offer 135-230 seats, providing a range of options that caters to an airline's unique network and fleet needs. Customers have placed 7,350 orders for 737 MAX airplanes, of which nearly 2,500 have been delivered through the end of September 2026. The 737-10 represents more than 30 percent of unfilled 737 MAX orders. The 737-10, the largest in the family, will typically accommodate between 185 to 210 passengers, in a two-class configuration, and have the range to fly up to 3,100 nautical miles (5,740 km). Technological advancements also result in a 20 percent reduction in CO2 emission and fuel use. The 737-10 joins the 737-7, 737-8, 737-8-200, and 737-9, each with its unique capabilities, including: • The 737-7 typically seats 135-160 passengers in a two-class configuration and offers a range of up to 3,800 nautical miles (7,040 km). The airplane is designed for exceptional performance for operators flying out of airports at high altitudes and hot climates. The FAA certified the 737-7 earlier this year. • The 737-8 seats 160-180 passengers with a range of up to 3,500 nautical miles (6,480 km). It can profitably serve almost any short and medium-haul market. • The 737-9 has three more seating rows than the 737-8 and serves 175-195 passengers with a range of up to 3,300 nautical miles (6,110 km). For more information on Boeing commercial airplanes, visit Boeing.com. A leading global aerospace company and top U.S. exporter, Boeing develops, manufactures and services commercial airplanes, defense products and space systems for customers in more than 150 countries. Our U.S. and global workforce and supplier base drive innovation, economic opportunity, sustainability and community impact. Boeing is committed to fostering a culture based on our core values of safety, quality and integrity. Boeing Media Relations media@boeing.com View original content to download multimedia:https://www.prnewswire.com/news-releases/us-faa-certifies-boeing-737-10-largest-member-of-737-max-family-302914559.html SOURCE Boeing Tell me about the US Air Force test where an F-22 pilot controlled a fighter drone midair 3:38 PM In a major milestone for next-generation warfare, the U.S. Air Force and defense contractor Anduril announced on October 16, 2026, that an F-22 Raptor pilot successfully directed an Anduril YFQ-44A Fury combat drone directly from the cockpit while both aircraft were in midflight. [1, 2] This historic demonstration took place earlier in October 2026 over Edwards Air Force Base in California, marking the first time a crewed stealth fighter directed a pre-production aircraft from the Air Force's actual Collaborative Combat Aircraft (CCA) acquisition program. [1, 2] 🏈 The "Airborne Quarterback" Concept Rather than using a joystick to manually fly the drone—which would overwhelm a pilot already handling a high-workload, single-seat stealth fighter—the pilot functioned as an "airborne quarterback". [1, 2] • High-Level Directives: The pilot utilized a secure tactical data link to transmit a modified mission plan and high-level tactical commands to the drone from the cockpit. [1, 2] • Autonomous Execution: The Fury’s onboard machine autonomy software interpreted those complex commands in real time, translating them into dynamic flight maneuvers and simulated combat tasks completely on its own. [1, 2] 🛠️ Key Test Details • The Mission: Both aircraft took off separately from Edwards Air Force Base and linked up midair for a flight test that lasted several hours. [1, 2] • Evolution of the Tech: While the Air Force previously conducted early concept validation tests in late 2025 and early 2026 using older "surrogate" testbeds (like General Atomics' MQ-20 Avenger), this latest test represents the first time the architecture paired an F-22 with a true pre-production CCA prototype designed for actual military acquisition. [1, 2] • The Fleet Goals: The Air Force's overarching goal for the CCA program is to rapidly scale up. The service plans to acquire 500 CCAs by 2032, and eventually build a fleet of 1,000 or more autonomous wingmen. They aim to keep the cost of each individual drone base vehicle under $20 million to add affordable, mass capability to high-threat battlefields. [1, 2] If you would like, I can provide more details on: • The Anduril Fury aircraft specifications and its air-to-air design. • How the Air Force plans to integrate these drones with other airframes like the F-35 or next-generation NGAD platforms. • The challenges engineers face regarding pilot task saturation or communications jamming. $369,000,000 US Air Force Lockheed Martin F-22 Raptor Stealth Fighter Biggest Flaw Summed Up in 1 Word The F-22 Raptor was built to fight over Europe, and its 500-to-590-nautical-mile combat radius shows it. Against a Chinese arsenal that can range every US base in the First Island Chain, the Air Force’s fix is the Low Drag Tank and Pylon program, part of a $9 billion F-22 modernization effort. By Brandon Weichert Afterburners are lit as an F-22 Raptor performs at the Cold Lake Airshow in Cold Lake, Alberta, Canada, July 18, 2026. Powered by two Pratt & Whitney F119 engines producing a combined 70,000 pounds of thrust, the aircraft showcases unmatched speed, maneuverability, and air dominance capability. (U.S. Air Force photo by Staff Sgt. Lauren Diaz) Summary and Key Points: Expert and best-selling author Brandon J. Weichert argues the F-22 Raptor, at nearly $369 million per plane, was built for cramped European skies, and its 500-to-590-nautical-mile combat radius is a liability against a Chinese arsenal that can range every US base in the First Island Chain. Lockheed Martin and the Air Force are answering with Low Drag Tank and Pylon stealth fuel tanks, about 4,000 pounds each, now in flight testing at Edwards under a $9 billion modernization program. The F-22 Raptor Flaw in 1 Word: Range At nearly $369 million per plane, the F-22 Raptor is among the world’s most advanced fifth-generation warplanes. Designed as a fifth-generation air-superiority stealth warplane for a great-power confrontation with the Soviet Union, the Raptor brings impressive capabilities to any firefight. But it hasn’t had a chance to shine the way it could have if the Cold War had continued. Still, the Pentagon kept investing in these planes. Today, however, some fatal design flaws are being discovered. A Major Design Flaw One flaw is the Raptor’s relatively poor range. Since the outbreak of the war in Ukraine, the world has seen how important it is to fight at greater distances. Powerful anti-aircraft systems have wreaked havoc on warplanes fighting there, forcing them to operate farther beyond visual range. The same has held in the ongoing Iran War. U.S. Air Force Capt. Nick “Laz” Le Tourneau, pilot and commander of the F-22 Raptor Aerial Demonstration Team, performs for the 2026 Wildwood Air Show in Wildwood, New Jersey, Sept. 12, 2026. Le Tourneau showcased the aircraft’s performance capabilities through a series of planned maneuvers designed to highlight its speed, agility and operational employment. The visible vapor forms when rapid changes in air pressure and humidity around the aircraft cause water vapor in the air to condense. (U.S. Air Force photo by Staff Sgt. Lauren Diaz) According to its specifications, the F-22 Raptor has a combat radius of just 500 to 590 nautical miles. The plane was designed to fight primarily over the more geographically cramped spaces of Europe against the Soviet Air Force. But unless the European war between Ukraine and Russia becomes a true American conflict, the F-22s won’t be needed there. They’re having some impact at the margins of the Iran War. Readying for War With China The Pentagon is planning to rely on the F-22’s stealth and maneuverability for any contingency involving China in the Indo-Pacific. There’s just one problem. If people think that Ukraine and Iran had massive anti-access/area-denial (A2/AD) capabilities to keep Russian and US warplanes, respectively, beyond visual range, China has an even greater A2/AD capability. Beijing also benefits from the region’s geography. U.S. Air Force F-22 Raptors, E-3 Sentrys, C-17 Globemaster IIIs, C-130J Herculeses and C-12F Hurons participate in a close formation taxi known as an elephant walk at Joint Base Elmendorf-Richardson, Alaska, May 5, 2020. This event displayed the ability of the 3rd Wing, 176th Wing and the 477th Fighter Group to maintain constant readiness throughout COVID-19 by Total Force Integration between active-duty, Guard and Reserve units to continue defending the U.S. homeland and ensuring a free and open Indo-Pacific. (U.S. Air Force photo by Senior Airman Jonathan Valdes Montijo) The Indo-Pacific region is where any conflict between the United States and China would be fought. It’d be fought much closer to China’s shores, in what’s known as the First Island Chain (the territories stretching from the Kamchatka Peninsula through Japan and Taiwan down to the Philippines and the South China Sea). In other words, Americans will have to fly their planes (and sail their ships) across vast distances. Even planes based closer to the First Island Chain, such as the F-22s, still must fly an extraordinary distance to get within range of any potential fight because of the Indo-Pacific’s natural geography. What’s more, China’s A2/AD arsenal can range all of America’s bases in the First Island Chain and likely some in the Second Island Chain. U.S. Air Force Capt. Nick “Laz” Le Tourneau, pilot and commander of the F-22 Raptor Aerial Demonstration Team, performs for the 2026 Cleveland National Air Show in Cleveland, Ohio, Sept. 6, 2026. Le Tourneau showcased the aircraft’s performance capabilities through a series of planned maneuvers designed to highlight its speed, agility and operational employment. (U.S. Air Force photo by Staff Sgt. Lauren Diaz) If the F-22 is to be the main warplane America first deploys against China in any conflict, these birds might not even be able to take off if they are forward-deployed, because China can strike the runways of any American airbase in the region, preventing aircraft from launching and recovering. The New Tanks for Lockeed F-22 Raptor Because the F-22s are so central to US war plans in the Indo-Pacific, the Air Force is working feverishly to extend their range by developing stealth-friendly external fuel tanks. Lockheed Martin and the US Air Force are implementing the Low Drag and Pylon (LDTP) System as part of the larger $9 billion F-22 modernization program. Flight testing is currently underway at Edwards Air Force Base in California, and the tanks are in production. The problem with the current 600-gallon drop tanks is that most US Air Force planes can carry them, forcing pilots to use a “drop and fight” tactic in which F-22s jettison both the tanks and the pylons before entering enemy airspace. F-22 at the National Museum of the U.S. Air Force in July of 2025. Image Credit: Harry J. Kazianis. That’s because older external fuel tanks essentially end the F-22’s vaunted stealth by turning the plane into a large radar reflector. The F-22’s whole point is to avoid radar detection. But the plane also has to fight. Because of the Indo-Pacific geography and China’s comprehensive, advanced defenses, particularly throughout the First Island Chain, stealth is no longer enough. The Ukrainians, Russians, Iranians, North Koreans, and Chinese have all come to dominate different, key aspects of twenty-first-century warfare. Can We Adapt? Meanwhile, the United States and most of its partners are still prepared to fight the wars of the late twentieth century, and their defense bureaucracies are too sclerotic to adapt. Lockheed’s newer tanks are designed to maintain stealth, ensuring the F-22s can fly longer ranges, fight reliably, and have a real chance of returning home. The new tanks are meant to withstand the extremes of air-combat maneuvering. Lockheed made them to remain attached throughout a combat mission. F-22 Raptor high in the sky. Image taken by Harry J. Kazianis in Lakeland, Florida on 4/19/2026 . The older tanks must be dropped at the start of combat. Plus, the newer tanks carry more fuel (about 4,000 pounds of aviation fuel each). Their aerodynamic efficiency also significantly extends the F-22’s combat range, according to Sandboxx, a respected online trade publication. Lockheed is also pairing these new external fuel tanks with the underwing Infrared Search and Track (IRST) pods. The farther beyond visual range the F-22s operate, the more fuel and sensors they need. Lockheed and the Air Force see the problem. They’re addressing it. The question remains whether these systems will be ready when a conflict erupts. Why the F-47 adaptive cycle engine makes every other fighter jet on Earth instantly obsolete The F-47's three-stream adaptive engine doesn't just outperform every rival, it OBLITERATES the very concept of traditional jet propulsion! While China and Russia scramble to catch up, American pilots already command an engine that reconfigures itself mid-flight, generates insane electrical power, and delivers Mach 2 dominance on demand. Why the F-47 adaptive cycle engine makes every other fighter jet on Earth instantly obsolete (Video) American Airlines’ 70 Boeing 787s Face Replacement Cost of $5,000 Per Window The reported plan targets a recurring cabin maintenance issue, with individual window-dimming replacements reportedly costing up to $5,000 By Kevin Derby October 18, 20263 Mins Read Photo : Anna Zvereva | Wikimedia Commons | https://commons.wikimedia.org/wiki/File:American_Airlines,_N825AA,_Boeing_787-9_Dreamliner.jpg FORT WORTH- American Airlines (AA) is reportedly planning to replace the electronically dimmable passenger windows on some of its older Boeing 787 Dreamliners, addressing a recurring maintenance issue associated with the aircraft’s signature cabin feature. The US carrier operates its Dreamliners on long-haul routes from major hubs across the United States. The proposed replacement program follows concerns that passengers repeatedly pressing window-control buttons can damage the dimming mechanism. American Airlines has not publicly confirmed the reported plan, and the scale of the proposed work remains unclear. However, the issue highlights how a feature designed to improve passenger comfort can create additional maintenance costs for airlines. American Airlines Boeing 787 Window Problems The Boeing 787 Dreamliner introduced electronically dimmable windows as an alternative to conventional pull-down shades. Passengers can adjust the amount of light entering the cabin using a button beneath each window, allowing them to reduce glare while retaining some visibility outside. Unlike traditional shades, the system relies on an electrochromic layer that changes its transparency when an electrical current passes through it. The adjustment takes time, meaning passengers cannot instantly switch between a clear window and a darkened one. ↗ Repeatedly pressing the controls while waiting for a response can contribute to wear or damage. The problem can become more confusing when cabin crew restricts passenger control to darken the windows during overnight flights, as passengers may continue pressing buttons that no longer respond. Aviation insider JonNYC reportedly disclosed American’s replacement plans. The reported cost of replacing a damaged window-dimming unit can reach $5,000 per window, making recurring failures a potentially expensive maintenance concern, Simple Flying flagged. Photo: Anna Zvereva | Flickr How Dimmable Windows Work The Boeing 787 features passenger windows measuring approximately 10.7 inches wide and 18.4 inches high. Each assembly includes an outer structural pane, a central electrochromic layer, and an interior plastic cover. The central layer changes its optical properties in response to an electrical voltage, allowing the window to darken or brighten without a conventional physical shade. Depending on the setting and system response, a transition between fully bright and dark can take more than a minute. The technology offers passengers greater control over cabin lighting, particularly on daytime long-haul flights. However, the gradual adjustment can encourage impatient users to press the button repeatedly, potentially contributing to equipment failures. The system also allows cabin crew to manage window settings during certain phases of a flight. This helps maintain a darker cabin environment when passengers are expected to rest, although restricted controls can create confusion if passengers do not understand why their buttons are unresponsive. Photo: Clément Alloing American Airlines 787 Fleet American Airlines operates both the Boeing 787-8 and 787-9, with the smaller variant entering the fleet in 2015 and the larger model following in 2016. According to fleet figures cited in the original report, the airline operated 70 Dreamliners: 37 Boeing 787-8s and 33 Boeing 787-9s. The carrier also had 19 additional 787s on order, giving it a continued commitment to the aircraft family. Replacing older window components could help address recurring maintenance problems across some of its existing aircraft, although the airline has not confirmed which aircraft or windows would be affected. The reported plan underscores a broader challenge for airlines introducing new cabin technology: passenger convenience must be balanced against durability and maintenance expenses. Until American provides further details, the number of windows involved, the schedule, and the total cost of the proposed replacement remain unconfirmed. 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 For an affordable climate win, look to the sky If we got rid of some contrails, we could eliminate up to two percent of all global warming. By Bill Gates published on Wednesday, Oct 7, 2026 When I was growing up in Seattle, planes were everywhere. Boeing was the biggest employer in the area, and it felt like almost every adult I knew had some connection to the company. Neighbors, family friends, and even several of my teachers all worked in aviation at some point. I remember looking up at the planes that flew over my house and thinking about the engineers who put them there. Today, many decades later, I still find myself thinking about planes a lot. They’re a major contributor to climate change and a key focus of our work at Breakthrough Energy. Aviation is one of the hardest parts of the economy to decarbonize. Keeping a 90,000 lb. passenger jet in the sky is an engineering miracle on its own. Finding a way to do that without adding significant weight and while maintaining necessary safety standards is no easy feat. Everyone knows planes create carbon emissions when they burn jet fuel. To reduce emissions from shorter and regional flights, electric and hybrid aircraft are in development. For longer flights, we need sustainable aviation fuels, or SAF, which can drop into existing engines to power them with substantially lower lifecycle emissions. Amazing work is being done on both fronts, but we’re still years away from either being used at scale. But jet fuel isn’t the only way that planes are warming the planet. Condensation trails—commonly called “contrails”—are the lines you’ll sometimes see left behind a plane as it flies, and they are also a significant contributor to climate change. There are a lot of misconceptions about contrails. Some people refer to them as “chemtrails” and believe they contain toxic chemicals. The reality is much less dramatic: They’re just clouds. Contrails are an unintentional byproduct of plane travel, and no one is putting lines in the sky on purpose. In fact, researchers are looking for ways to stop them from forming—not because they’re poisonous, but because they make the planet hotter. The science behind how that works is fascinating. You may have noticed that, while some planes create contrails, others do not. A plane needs to fly through a pocket of air with the right temperature and the right humidity. If it does, water nucleates around the tiny soot particles that come out of the plane’s engine and freezes into ice crystals. Most contrails dissipate quickly and don’t interfere with the climate. But in the right conditions, some can linger, spread for hours, and become cirrus clouds. Cirrus clouds are a natural phenomenon. If you look outside your window right now, there’s a good chance you can see them in the sky. (They’re the high, wispy clouds that look like brush strokes.) Cirrus clouds are one of the most common types of cloud, and they play a critical role in helping the planet regulate its temperature. Like natural cirrus clouds, contrails reflect sunlight entering our atmosphere and absorb heat before it can leave. That’s fine during the day, but at night, contrails trap heat that would otherwise escape to space. These warming contrails are the ones we need to prevent. Persistent contrails are responsible for about half of the temperature increase caused by aviation. If we were to get rid of them, we would eliminate up to two percent of all global warming. Doing this would cost less than ten dollars a ton of emissions avoided (probably around a dollar or two), compared with $130 or more per ton for SAF. That’s a mind-blowing impact for such a relatively cheap intervention. Compared to other climate interventions, it’s relatively simple to stop contrails from forming in the first place. We know what conditions are required to create contrails, and we know how to find them. If we can change the route a plane takes to avoid those zones, we can prevent the kind that contribute to climate change. Rerouting a plane slightly to avoid atmospheric conditions is nothing new. Every flight you’ve ever taken has followed a path designed to minimize turbulence and stay away from bad weather. Sometimes this path is the shortest distance between your departure city and your destination, and sometimes it involves a little extra flight time. Airlines factor this deviation in when scheduling flights, so you rarely notice it. We can use the same approach with contrails. To avoid the majority of warming contrail regions, we would need to adjust the routes of just five percent of flights globally. When an airline files the flight plan for a specific flight—usually about 4-8 hours before departure—they can include any adjustments needed to avoid areas that will create warming contrails. These areas of the sky tend to be thin. So instead of steering around them, the most efficient approach is usually to fly either a little bit below or above the zone. You might be wondering, “But what about the extra fuel burned by avoiding these contrail zones?” It’s a good question, and it’s an important concern to consider. While it’s true that rerouting to avoid contrails may burn more fuel, the reality is that it uses such a minuscule amount—as little as 0.1 percent more fuel when averaged across all flights—that the contribution to climate change is far smaller than that of the potential contrail. And that extra fuel matters even less as cleaner fuels like SAF scale up. The benefits of preventing contrails are undeniable. The question is how we make contrail avoidance standard practice. I helped start a nonprofit called Contrails.org that is doing amazing research into the problem and developing open-source software that airlines can use to plan routes. (I recommend playing around with the contrails map they have on their website.) It’s really fantastic to see all the partnerships that have been built to do this work. Last year, Contrails.org teamed up with American Airlines and Google Research to fly more than 100 flights using contrail avoidance, and now they’re working with partners on a landmark study backed by the UK government called Operation Blue Skies. This winter and next, some flights passing through the Shanwick airspace off the west coast of the UK will have their routes adjusted slightly by air traffic control to avoid creating contrails. I’m excited to see the results. The more research is done, the clearer the importance of this work becomes. With the right cooperation, we can scale this effort out and have a massive impact. At the same time, I recognize that I am an imperfect messenger to write about this topic. I fly in private planes, after all. Shrinking those contributions is a responsibility I take seriously, which is why I make sure that any flight I take follows a route that avoids creating warming contrails. I also use SAF when I fly and fully offset my family’s aviation emissions. The big question around this work is whether there’s enough of an incentive for airlines to buy into it. Avoiding turbulence is a safety issue, and it’s also good business—passengers don’t like a bumpy ride and, in the worst case scenario, severe turbulence can cause injuries. The economic benefits of avoiding contrails are less obvious, which is why Contrails.org offers its software for free. (Airlines pay to subscribe to flight planning systems that, among other things, help them plan for weather.) Still, I’m hopeful that contrail avoidance will become part of the air traffic modernization process that’s happening in countries around the world right now. When I first learned about contrails and saw the math, I couldn’t believe it. What do you mean that, for a very modest cost, we can eliminate up to two percent of all global warming? For just a dollar or two per ton, we can get rid of something that makes the world hotter. That’s the kind of progress we need to make now while other innovations scale up and deploy. US Air Force takes delivery of a perfectly fine Lufthansa Boeing 747 jumbo jet just to carefully dismantle it in the Arizona desert Story by Alessandro Renesis 1w • 2 min read The US Air Force bought an old Lufthansa Boeing 747, parked it in the Arizona desert, and started dismantling it. The 747 wasn’t new, but it was perfectly fine. As in, it was still airworthy. So why take apart a plane that could still fly? There’s a very good reason, and it involves a major US project. The key fact with 747s One of the things we don’t realize about the Boeing 747 is that it spanned nearly 60 years. It was introduced in the late 1960s, and discontinued in 2023. There have been so many variants, some of which are obsolete, some of which aren’t. So that’s why sometimes airlines – or in this case the US government – gut old jets to keep newer jets running. US Air Force That’s because, in general, the systems, engines, flight deck glass, and dimensions are completely incompatible. We should probably credit this to the 747’s longevity. Most planes don’t stay in production for nearly 60 years and with over 1,500 produced. The US Air Force is still struggling with the Air Force One program The US Air Force is still struggling with Air Force One. There’s an ongoing issue with the upcoming replacement for the old one – mostly due to production issues and costs – and apparently the Qatari-gifted one also needs more work. The US government managed to convert the Qatari 747 into what is now known as the ‘Bridge Air Force One‘ in record time. But then, just a few months later, the plane was grounded again for some work, and now the Air Force bought a new 747 because it needed some parts. Recently, the US government bought a Lufthansa Boeing 747 and immediately dismantled it at Pinal Airpark in Arizona. MacGyverGTP/Wikipedia Commons To be clear, this plane was totally fine. It was still airworthy and Lufthansa decided to retire it simply because it was no longer good enough in terms of comfort and profitability. However, it was structurally sound and safe. But the US government is still facing several Air Force One program delays, which is why they decided to harvest critical components such as specialized cockpit windshields, emergency escape slides, digital avionics, GEnx-2B engine parts, and so on. Why Arizona? Quintin Soloviev/Wikipedia Commons There are several plane graveyards in Arizona, including the largest in the world, Davis-Monthan Air Force Base Here, planes are carefully stored, if possible, or parked in the desert and routinely gutted for parts. Aside from the size of the state, the main reason why operators choose Arizona is that the arid, dry desert helps preserve planes. Humidity causes severe corrosion, and the region’s minimal rainfall and dry air prevent aircraft frames from rusting and deteriorating over time. Russia Gives Tu-160M a New Technological Core While Retaining Its Historic Soviet-Era Airframe Design. 19 Oct, 2026 - 10:36Defense News Aerospace 2026 Russia is transforming the Tu-160M into a substantially renewed strategic bomber without changing the iconic shape of the original aircraft, with Tupolev revealing in a Rostec interview published on October 15, 2026, that 80% of its systems and equipment have been modernized. Behind the familiar variable-geometry airframe are new NK-32-02 engines, upgraded avionics, navigation and weapons-control systems, giving Russia a rebuilt long-range strike platform designed to remain relevant for nuclear deterrence and conventional missions while restoring its ability to manufacture one of its most powerful strategic aircraft. Russia’s Tu-160M preserves the iconic variable-geometry shape of the Soviet-era bomber while replacing or modernizing 80% of its systems and equipment to strengthen Russia’s long-term strategic air capability (Picture Source: UAC) Russia’s Tu-160M program is becoming significant for reasons extending well beyond the modernization of an established strategic bomber. In an interview published by Rostec on October 15, 2026, Tupolev General Director Yuri Abrosimov disclosed that 80% of the aircraft’s systems and equipment had been modernized while the recognizable external configuration of the Soviet-era Tu-160 was retained. More importantly, the program demonstrates that Russia has reconstructed the industrial and technological framework required to manufacture the aircraft again, giving the Tu-160M particular importance to the long-term development of Russian Long-Range Aviation and the airborne component of the country’s strategic deterrent. A Familiar Airframe Built Around a New Technological Architecture The central point in Tupolev’s latest disclosure is not what has remained visible but what has changed inside the aircraft. Abrosimov said the Tu-160M retains the external appearance of the earlier Tu-160 while being produced on a substantially renewed technological base using digital technologies. According to Tupolev, 80% of its systems and equipment have been modernized, including a complete renewal of onboard radio-electronic equipment and upgrades to aircraft-control, weapons-control and navigation systems, together with modernized engines. Rostec has separately identified the new propulsion system as the NK-32-02, also described as the NK-32 Series 02. The distinction is important: the 80% figure refers specifically to systems and equipment, not to 80% of the entire aircraft or airframe. The Tu-160M is neither a new aerodynamic design nor a limited refurbishment of the original bomber. It preserves the Tu-160’s variable-geometry configuration while extensively changing the technological architecture responsible for propulsion, mission management, navigation and weapons control. The industrial dimension may ultimately be as consequential as the aircraft modifications themselves. Tupolev says restarting production required rebuilding cooperation with suppliers of materials and semi-finished products, reconstructing manufacturing chains for major assemblies, modernizing production and flight-test infrastructure and restoring specialized processes including electron-beam welding and vacuum annealing of titanium structures. UAC previously disclosed that Tu-160M design documentation was fully digitized and that more than 40% of equipment at the Kazan Aviation Plant was renewed or modernized as part of the production-restoration effort. Russian official reporting also requires an important technical distinction: the Tu-160M designation has been used both for deeply modernized existing Tu-160 airframes and for newly manufactured aircraft, meaning that modernization and restored serial production are related but not identical processes. The program is now continuing under extensive Western sanctions and export restrictions affecting Rostec, UAC, Tupolev and access to categories of aerospace, electronics and dual-use technology. Yet the chronology matters. UAC was already reporting an upgrade of up to 80% of systems and equipment when the first newly manufactured Tu-160M flew on January 12, 2022, before the much broader sanctions imposed after February 2022. The more accurate assessment is that Russia is sustaining and localizing an already established modernization and production-reconstruction program under sanctions rather than that sanctions produced the 80% redesign. What did US officials and aerospace CEOs discuss regarding aircraft approvals on Wednesday? October 14, 2026 U.S. officials and aerospace CEOs met to discuss regulatory changes aimed at accelerating Federal Aviation Administration (FAA) approvals for aircraft, engines, and components. [1, 2] The meeting, held in Savannah, Georgia, brought together key U.S. government officials, including Transportation Secretary Sean Duffy and FAA Chief Bryan Bedford, along with major industry leaders like Boeing CEO Kelly Ortberg, RTX CEO Christopher Calio, and GE Aerospace CEO Larry Culp. [1, 2] The discussions centered on the following core areas: • System Assessment: Industry chiefs briefed officials on what is and isn't working effectively within the current FAA approval system. • Proposed Reforms: The executives outlined regulatory changes and improvements to streamline the existing processes, with the goal of shortening the prolonged timeline required to bring new aviation technology to market. [1, 2] 2,000 new jobs in Texas. 6,000 jobs planned nationwide. In Dallas, we’re growing manufacturing space to 735,000 square feet and partnering with @HadrianInc to bring automation and high-precision machining to the PAC-3® MSE, THAAD, PrSM and JATM production lines. Curt Lewis