November 12, 2025 - No. 46 In This Issue : The Federal Aviation Administration Issues Airworthiness Directive Following Fatal Boeing Crash, All You Need to Know : SAFE Structure Designs to modernise T-38 Talon equipment for USAF : StandardAero delivers 1,000th J85-5 engine to USAF’s T-38 fleet : U.S. Army considers halting new helicopter purchases : New silicon-powered electric motor cuts hybrid plane weight, helps them fly farther : USAF Inspects KC-135s After Discovering Falsified Certifications : FAA Flags Stabilizer Bolt Risk on CRJs : A320’s Sudden Descent Linked to Faulty Computer : Boeing tests faster military parts delivery system : US Navy bringing ‘Fat Albert’ back to Marshall Aerospace for a new centre wing box : Sustainable Aviation Fuel (SAF): Progress at 35,000 feet The Federal Aviation Administration Issues Airworthiness Directive Following Fatal Boeing Crash, All You Need to Know Published on November 12, 2025 The Federal Aviation Administration (FAA) has issued an urgent airworthiness directive (AD 2025-23-51) concerning Boeing MD-11 and MD-11F aircraft. This directive follows a tragic accident in which an engine and pylon detached from the aircraft during takeoff, resulting in a fatal crash. The FAA’s action aims to address an unsafe condition that could jeopardize the aircraft’s ability to maintain safe flight and landing. Immediate Grounding of MD-11 Fleets The FAA’s airworthiness directive, effective immediately upon receipt, mandates the grounding of all Boeing MD-11 and MD-11F aircraft until they undergo inspections. The directive requires operators to perform thorough checks and implement corrective actions, as prescribed by the FAA’s Continued Operational Safety Branch, using approved methods. The FAA’s decision to issue the directive was made under its emergency authority due to the severity of the unsafe condition and the immediate threat to flight safety. In the wake of the directive, several major airlines, including UPS, FedEx and Western Global Airlines, have grounded their MD-11 fleets. UPS, which operates one of the largest MD-11 fleets globally, announced the decision a day prior to the FAA’s official directive. The company confirmed that the grounding affected approximately 9 percent of its fleet, stating that the action was taken in the interest of safety, as recommended by Boeing. While UPS acknowledged the impact of the grounding, it assured that contingency plans were in place to continue operations with its remaining aircraft. Impact on Cargo Operations The grounding of these Boeing MD-11 aircraft is expected to cause significant disruptions in global cargo logistics. Both FedEx and Western Global Airlines also operate MD-11 freighters and are impacted by the FAA’s emergency airworthiness directive. As a result, the airlines have had to reassign routes and aircraft in an attempt to mitigate the operational impact. The FAA’s emergency directive is described as a temporary measure while the investigation into the cause of the engine separation is ongoing. Ongoing Investigation and Potential Future Actions The FAA’s airworthiness directive is classified as an interim action, pending the completion of an investigation to determine the exact cause of the engine and pylon detachment. The agency explained that further rulemaking could follow once the investigation is concluded and the root cause of the failure is identified. As of now, the FAA’s swift response reflects the gravity of the situation and the need for immediate corrective measures to prevent further incidents. Due to the urgency of the safety risk, the FAA exercised its emergency authority to issue the airworthiness directive without the customary public comment period. The agency’s primary concern was addressing the immediate safety hazard posed by the aircraft’s condition, ensuring that no further risk to flight safety would occur while the investigation is underway. The Importance of the FAA’s Airworthiness Directive The Federal Aviation Administration’s airworthiness directive plays a crucial role in maintaining the safety and reliability of the aviation industry. It is a regulatory measure aimed at addressing identified safety concerns, ensuring that aircraft meet the stringent standards necessary to operate safely. In this instance, the The Federal Aviation Administration (FAA) acted swiftly to ground the Boeing MD-11 and MD-11F fleets to prevent further accidents while the cause of the engine separation is investigated. The FAA’s prompt action underscores the agency’s commitment to upholding the highest safety standards for both passengers and crew. By issuing this airworthiness directive, the The Federal Aviation Administration (FAA) is working to safeguard against any potential hazards that could arise from the unsafe condition of the affected aircraft. Conclusion The FAA’s airworthiness directive concerning the Boeing MD-11 and MD-11F aircraft highlights the critical role of regulatory authorities in maintaining aviation safety. The directive serves as a proactive measure to address an unsafe condition following the tragic accident, grounding the affected aircraft fleets until they can be thoroughly inspected and deemed safe to fly. This urgent action underscores the FAA’s dedication to protecting the integrity of the aviation industry and ensuring the safety of air travel worldwide. SAFE Structure Designs to modernise T-38 Talon equipment for USAF Under the contract, SAFE Structure Designs will develop specialised tooling, and test stands for the USAF’s T-38 Talon aircraft. November 11, 2025 A US Air Force T-38 Talon on a runway. Credit: Michael Fitzsimmons/Shutterstock SAFE Structure Designs has secured a series of contracts to design, engineer, and manufacture specialised tooling and test stands for the US Air Force’s (USAF) T-38 Talon aircraft. The US-based company is tasked with rebuilding and modernising legacy equipment that is essential for the testing, calibration, and maintenance of the T-38’s engines, transmissions, and key components. These new test stands and tooling systems will be delivered in support of Yulista Integrated Solutions. Yulista was recently selected by the USAF Life Cycle Management Center to oversee the T-38 Talon Repair, Inspection, and Maintenance (TRIM) programme. The T-38 Talon is a twin-engine supersonic jet trainer used for a range of purposes due to its operational efficiency and maintenance characteristics. Air Education and Training Command remains the primary user of the T-38 for joint specialised undergraduate pilot training. The aircraft is also operated in different capacities by Air Combat Command, Air Force Materiel Command, and the National Aeronautics and Space Administration (NASA). SAFE Structure Designs president and CEO Johnny Buscema said: “We’re deeply thankful for the opportunity to serve alongside Yulista and the United States Air Force. “At SAFE, we see each project as a calling to provide excellence with integrity — creating tools and systems that protect lives and strengthen those who protect ours.” Yulista chose to partner with SAFE Structure Designs after an evaluation process that took into account each contractor’s capabilities, track record, and quality certification. The two parties have also collaborated in the past, supporting various US Department of War branches including the Air Force, Army, Navy, and Marine Corps. Recently, StandardAero completed the delivery of its 1,000th GE Aerospace J85-5 engine to the USAF, supporting the T-38 Talon trainer aircraft fleet. StandardAero delivers 1,000th J85-5 engine to USAF’s T-38 fleet The T-38 Talon, which is powered by the J85-5 engine, is used by the USAF and allied forces for training fighter pilots. November 7, 2025 StandardAero marked the 1,000th engine delivery with a ceremony at the Tech Port Center in Port San Antonio. Credit: StandardAero via LinkedIn. StandardAero has completed the delivery of its 1,000th GE Aerospace J85-5 engine to the United States Air Force (USAF), supporting the T-38 Talon trainer aircraft fleet. This development comes five years after StandardAero began its multi-year Engine Regional Repair Center contract with the USAF to provide maintenance, repair and overhaul (MRO) services for the J85-5 engines used in these trainer jets. To mark the occasion of the 1,000th engine delivery, StandardAero held a ceremony at the Tech Port Center in Port San Antonio. StandardAero’s military division in San Antonio vice president and general manager Rick Pataky said: “Supporting the USAF pilot training mission is a tremendous honour. Delivering 1,000 engines in such a short timeframe is a testament to the dedication and collaboration of our entire team.” Originally designed in 1954, the J85-5 engine remains in use across several US military aircraft platforms. According to current projections, it is expected to remain operational for US military purposes until at least 2040. StandardAero conducts all J85-5 engine servicing at its Port San Antonio facility. The site spans over 810,000ft² and supports five major engine MRO programmes which serve both military and commercial customers. In addition to MRO activities, this location hosts an Aviation Mechanic Training Program that trains more than 200 mechanics each year. StandardAero also services all other variants of the J85 engine at its Stockton, California, location. It provides accessory and component repair for the USAF’s J85 Management of Items Subject to Repair (MISTR) system, a role it has fulfilled since 2013. The Stockton facility also provides support for J85-21 engines used by the US Navy and by countries participating in Foreign Military Sales (FMS) programmes. The J85 powerplant has seen use not only in trainer aircraft but also in other military applications such as the GAM-72 Green Quail missile decoy system installed on Boeing B-52 bombers and in the N156F Freedom Fighter aircraft, later designated as the F-5. U.S. Army considers halting new helicopter purchases By Colton Jones Nov 8, 2025 A U.S. Army UH-60 Black Hawk in Montego Bay, Jamaica, Nov. 6, 2025. (Photo by Alexander Merchak) The Department of War is evaluating a reform concept that would sharply reduce or halt the purchase of new piloted helicopters for the U.S. Army beginning in the second half of the decade, according to individuals familiar with internal discussions. The concept u nder review focuses on maintaining and upgrading the current helicopter fleet while transitioning funding and force structure toward uncrewed strike, reconnaissance, and logistics platforms. According to the individuals, the proposal centers on ending new helicopter acquisition as early as late 2026. Instead of investing in new production lines of piloted aircraft, the Army would consolidate spending on sustaining existing UH-60, AH-64 and CH-47 fleets while expanding programs that convert or supplement aviation units with uncrewed aerial systems. The concept is being presented as a way to reduce long-term personnel requirements, lower training and sustainment costs, and limit the exposure of aircrews during high-intensity operations. The individuals said supporters of the reform have received backing from the Secretary of the Army, who is described as favoring increased reliance on uncrewed systems and less emphasis on new production of piloted rotorcraft. The concept also includes examining options to convert some existing platforms into remotely operated or autonomous variants where technically feasible. The discussions take place as the Army continues to assess operational lessons from recent conflicts where uncrewed aircraft have operated at scale for reconnaissance, precision strike, artillery coordination, and logistics resupply. The individuals stated that the ability to deploy unmanned systems in larger numbers and at lower cost is a core argument behind the proposal. The concept under review would also redirect funding to support the industrial and operational infrastructure needed for uncrewed aviation. This includes sustainment networks, training pipelines for operators and maintainers, and software and data integration support. The individuals said the proposal is being evaluated as part of long-range planning but has not been formalized and is not yet approved. The discussions align with recent contracting activity by Army logistics organizations. A new wave of contract announcements over the past several months has expanded funding for spare parts, depot repair capacity, and long-term sustainment agreements for the existing helicopter fleet. The individuals familiar with the internal planning said these sustainment measures reinforce the possibility that the current aircraft inventory will remain in service through the second half of the decade rather than being replaced by new piloted platforms. The emerging direction represents a gradual shift rather than an immediate replacement of manned aviation. The individuals emphasized that the proposal would maintain current helicopter forces while reallocating future spending. The Army would continue to rely on the UH-60, AH-64 and CH-47 for lift, attack, and support missions, but long-term modernization would increasingly occur through digital avionics upgrades and structural life extensions rather than entirely new airframes. The idea of transitioning toward uncrewed platforms reflects operational and budget considerations. Uncrewed aircraft can be deployed without risking flight crews and can be produced in higher numbers if manufacturing capacity and supply chains are aligned. At the same time, the Army would need to expand its command-and-control architecture, electronic protection measures, and maintenance structures to support large-scale fielding. The proposal remains under internal review and has not yet been formally announced. Further planning and evaluation are expected to continue through 2026-2028. New silicon-powered electric motor cuts hybrid plane weight, helps them fly farther The experiment proved that silicon carbide systems can make hybrid aircraft lighter, smaller, and more efficient than traditional silicon setups. By Sujita Sinha Transportation Nov 04, 2025 05:30 AM EST The UA Power group tested a hybrid Cessna 337 with a silicon carbide inverter. UA Power Group A hybrid Cessna 337 aircraft in Southern California has successsfully completed a test flight using a new silicon carbide-based motor system. The plane, equipped with both a gas-powered engine and an electric motor, demonstrated that a smaller and more efficient silicon carbide inverter could replace traditional systems used in hybrid aircraft. Researchers from the University of Arkansas’ Power Group developed the experimental inverter, which was tested in partnership with Ampaire and Wolfspeed. The results mark a major step forward for energy-efficient aviation. The project was funded by the U.S. Department of Energy’s Advanced Research Projects Agency-Energy (ARPA-E). “We were the first university to do this for a hybrid electric aircraft. That’s a feather in our cap,” explained Alan Mantooth, Distinguished Professor of electrical engineering and computer science and the lead researcher on the project. Silicon carbide’s edge over silicon Most modern electronics—from phones to cars—rely on silicon transistors. These tiny switches power the circuits that make devices function. However, silicon transistors waste energy as heat each time they switch on and off. Silicon carbide changes that. It allows transistors to switch up to 1,000 times faster, dramatically improving efficiency. This also makes supporting components like inductors, transformers, and capacitors much smaller and lighter, a key benefit for aviation. “Imagine a race car with a big 350 engine that weighs hundreds of pounds. What if you had that same power, but I gave you something that would fit in your hand?” said Chris Farnell, an assistant professor and first author of the paper. The UA Power Group is already a global leader in silicon carbide research. Despite its advantages, the material has faced challenges due to high production costs. “Silicon is made from dirt, and nothing is cheaper than dirt,” Mantooth remarked. But costs are dropping as manufacturing improves. Smaller, lighter silicon carbide systems reduce overall expenses, making the technology appealing to major automakers. “If the overall system gets cheaper, then Ford cares, Toyota cares. That’s why it ends up in cars,” Mantooth added. Overcoming aviation’s electrical challenges The test aircraft used a silicon carbide-based inverter to convert battery power into alternating current for the motor. The compact design is ideal for small airplanes, where weight and space matter most. “You’re able to remove stuff and give passengers more legroom,” Farnell noted. The lighter system helps reduce energy use during takeoff and flight. However, designing electrical systems for aircraft poses unique challenges. They must handle vibration, landing shocks, and changing atmospheric conditions that can affect insulation and cause electrical discharges. Silicon carbide’s higher switching speed also increases electromagnetic interference, which can disrupt other onboard systems. The successful test flight showed the UA Power Group engineers could manage these challenges effectively. From lab to runway Testing in real-world conditions is uncommon for university researchers, but the UA Power Group sees it as essential for progress. The project gave students invaluable hands-on experience. “The students got a second-to-none experience. They got to do some hands-on engineering in addition to their scientific work, and they went on and got great jobs,” Mantooth shared. The research team included graduate students Anna Corbitt, Wesley G. Schwartz, and Asif Faruque, along with faculty members Yue Zhao and David Huitink. Industry collaborators included Ampaire and Wolfspeed. This fall, the UA Power Group will open a new Multi-User Silicon Carbide Research and Fabrication Laboratory to advance silicon carbide microchip research and connect university innovation with semiconductor manufacturers. With this successful test flight, silicon carbide technology has proven its potential to transform not just hybrid aircraft, but the broader future of electric transportation. The study was published in IEEE Transactions on Power Electronics.\ USAF Inspects KC-135s After Discovering Falsified Certifications Brian Everstine November 06, 2025 U.S. Air Force crews inspect a KC-135 stabilizer in 2013. Credit: U.S. Air Force The U.S. Air Force has inspected and cleared its KC-135 fleet after the service discovered falsified certifications at a main technical repair shop. An October memorandum from Air Mobility Command (AMC), verified by Aviation Week, identified the risk with the aircraft’s stabilizer trim actuator (STA) assemblies. The memorandum impacted KC-135s in AMC, along with U.S. Air Forces in Europe, Pacific Air Forces, Air Education and Training Command, Air Force Reserve Command and the Air National Guard. Specifically, the memorandum from AMC’s director of operations says the potential quality concerns are linked to “falsified test certifications at the 309 [Commodities Maintenance Group]. “Testing discrepancies and a reported inflight trim issue indicate possibility of degraded STA performance over time on affected aircraft,” the memo says. The memorandum is dated Oct. 20, and marked as a controlled unclassified information special interest item for aircrews. An Air Force Materiel Command (AFMC) spokesperson says the same shop that was linked to the falsified test certifications self-discovered the issue. No aircraft were found to have been affected, with all KC-135s passing the required on-aircraft maintenance and operational checks. “The Air Force has taken necessary actions to address all concerns with the testing procedures … and has made the required process, tooling and personnel changes to ensure all STAs are tested properly and in accordance with technical data,” AFMC says. The KC-135’s STA has primary and auxiliary brakes designed to prevent aerodynamic loads from moving the aircraft’s horizontal stabilizer. A failure of both primary and auxiliary brakes in the STA could potentially cause a jammed stabilizer scenario, the memo says. AMC consulted with the KC-135 program office, Boeing engineering, Reserve and National Guard safety and the KC-135 flight test community on the issue and issuing the 60-day inspection order. “These measures are designed to proactively identify and address potential STA-related issues, ensuring the continued safety and reliability of the aircraft,” the memorandum says. The Air Force has 376 KC-135s, both R and T variants, across its components. FAA Flags Stabilizer Bolt Risk on CRJs Nearly 600 aircraft are affected by the directive, which follows reports of missing hardware on key control surfaces. Wednesday, November 05, 2025 at 02:49 PM Edited By: Ryan Ewing PSA aircraft in Charlotte (Photo: AirlineGeeks | William Derrickson) Key Takeaways: The Federal Aviation Administration (FAA) has issued a new airworthiness directive (AD) addressing potential hardware failures in the horizontal stabilizer assembly of the CRJ family of regional jets. The rule, published Wednesday, stems from reports of missing bolts and loose fittings that could jeopardize flight control integrity. The order covers CRJ-550, CRJ-700, CRJ-900, and CRJ-1000 types. Investigations by Transport Canada found that bolts securing the horizontal stabilizer’s anti-yaw steady fitting block had worked loose during maintenance. According to the FAA, the issue involves the anti-yaw steady fitting block bolts on the horizontal stabilizer. In its notice, the agency wrote that “loose or missing bolts on the anti-yaw steady fitting block, which, when combined with a bird strike or gust loading, may result in loss of the horizontal stabilizer and consequent loss of control of the airplane.” Under the FAA’s directive, operators must conduct detailed torque checks on the affected bolts and replace any missing or loose components before further flight. Repetitive inspections are required at intervals not exceeding 2,200 flight hours. The FAA estimates that 597 U.S.-registered aircraft are subject to the rule, with compliance costs of about $510 per airplane. The directive takes effect on Nov. 20. A320’s Sudden Descent Linked to Faulty Computer New report cites uncommanded pitch-down event in cruise flight. Ryan Ewing Wednesday, November 05, 2025 at 05:29 PM Verified Edited By: Zach Vasile A JetBlue Airbus A320 (Photo: AirlineGeeks | William Derrickson) Key Takeaways: The JetBlue Airbus A320 that experienced a “flight control issue” last week was found to have suffered a computer malfunction, according to a recently filed service disruption report seen by AirlineGeeks. The Oct. 30 incident occurred while the aircraft was in cruise from Cancun to Newark, New Jersey, when it unexpectedly pitched downward without pilot input. The flight crew operating Flight 1230 initiated a precautionary descent and diverted to Tampa, Florida, where the jet landed safely. At the time of the incident, JetBlue confirmed the aircraft experienced a “drop in altitude.” At least 15 individuals were taken to local hospitals. The FAA classified the event as a “warning indication” discovered during the cruise phase of flight. According to the report, the autopilot remained engaged throughout the event. Maintenance technicians later determined that one of the aircraft’s elevator/aileron computers — known as ELAC 2 — had malfunctioned, causing the uncommanded pitch movement. The faulty unit, manufactured by Thales, was replaced following data analysis and troubleshooting procedures outlined in the Airbus maintenance manual. Post-replacement tests were successful, and the system was cleared for continued service. ELAC System On Airbus fly-by-wire aircraft such as the A320 family, the Elevator Aileron Computers (ELACs) are critical to the aircraft’s primary flight control system. Each A320 is equipped with two ELACs that manage the elevators, stabilizer trim, and ailerons by interpreting pilot stick inputs and sensor data. The ELACs also monitor flight envelope parameters, applying built-in protections that prevent excessive pitch attitudes or aerodynamic loads. A JetBlue A320 (Photo: Shutterstock | CarterAerial) The ELACs operate in conjunction with three additional computers known as SECs (Spoiler Elevator Computers) and two FACs (Flight Augmentation Computers). In normal operations, ELAC 1 is the master unit for elevator and aileron control, while ELAC 2 serves as a backup or takes over specific control channels depending on system configuration. If one computer fails, the system automatically reconfigures to maintain control authority through alternate or direct control laws. The affected A320, registered as N605JB, had accumulated roughly 76,785 flight hours and 27,805 cycles at the time of the event. It returned to revenue service on Wednesday, nearly a week after the incident. Both the FAA and JetBlue are investigating the incident. Boeing tests faster military parts delivery system NewsAviationPRESS RELEASES By Colton Jones Nov 8, 2025 Modified date: Nov 8, 2025 U.S. Air Force F-15C Eagle in the base’s Main Hangar January 22, 2021, at Barnes Air National Guard Base, Mass. (Photo by Hanna Smith) Key Points • Boeing and the Defense Logistics Agency tested a new Rapid Delivery Release model to shorten the time between demand and delivery of aircraft parts. • The first trial supported U.S. Air Force F-15s and delivered parts several months faster than the traditional contracting process. Boeing and the Defense Logistics Agency have begun testing a new contract-and-delivery approach intended to shorten the time it takes for military aircraft parts to move from request to arrival. The model, known as Rapid Delivery Release, or RDR, is designed to cut the proposal and award cycle and enable immediate action once demand appears. According to Boeing, the new process allows the company and the government to pre-identify parts likely to be needed. When a request comes in, Boeing receives the authority to proceed at once rather than waiting for a full proposal and contracting review. Early results show that the new model may deliver parts several months faster than the current system. The first test of the RDR approach was carried out on parts for U.S. Air Force F-15 aircraft. Boeing says the parts selected were chosen specifically to validate internal workflows, handoffs between teams, and the readiness of the supply chain. The trial was intended to confirm whether the process could support urgent requirements and help maintain fleet readiness. Boeing stated that all deliveries under the test so far have reached the customer sooner than they would have under the legacy process. The ability to shorten wait times is central to the model, particularly in situations where aircraft must be repaired quickly to remain in service. The company said the initial results show promise for more time-sensitive needs, including Aircraft on Ground situations and surge support when demand increases suddenly. In a statement, Ian Fairless, senior manager for the DLASP Program, said, “The customer is very pleased with the concept so far. They are learning quickly and making process changes as issues come up. It is great to know that we are supporting the customer and warfighter to get parts they need sooner. The next step is continuing the platform-by-platform kickoff and expand support with a larger part list. Congrats to the team for launching this concept and finding new ways to provide for our customers.” The company describes RDR as aligning contract structure, supply chain responsiveness, and internal execution to deliver faster results. Rather than designing each contract from scratch, the approach allows the customer and Boeing to establish a framework first, then use it repeatedly when requirements arise. As noted by Boeing, this method does not replace current acquisition procedures but provides an alternative when readiness and response speed are priorities. The traditional process remains in place for situations where price competition, long-term budgeting, or broader procurement planning are necessary. The first demonstration took place with F-15 support, but Boeing says interest has already grown across other platforms. The company and government partners are currently testing similar part lists for the F/A-18 and AV-8B, and Boeing is preparing supply chain resources in Mesa, Arizona, and Philadelphia, Pennsylvania, to support expansion of the model for vertical-lift aircraft. For U.S. readers, the development matters because it relates to how fast military aircraft can return to service and how well the Department of War can respond during emergencies or sudden increases in operational demand. Maintenance delays can reduce aircraft availability, and supply chain speed affects training schedules, deployment cycles, and overall readiness. The RDR model represents a shift toward treating time as a primary factor in logistics, especially for legacy platforms that must remain operational while newer systems are introduced. If the approach scales effectively, it could influence how contracting is handled for a wide range of aircraft and support equipment, potentially reducing downtime across multiple fleets. The next phase will determine whether RDR becomes a standard alternative path in military logistics or remains limited to specific cases. Much will depend on how the process performs during higher-priority or higher-volume requests, and whether both industry and government can maintain the pace without reducing oversight. For now, the first trial suggests that faster support is possible when processes are tailored for urgent operational needs. The coming months will show whether this model can expand without losing the control and accountability that contracting frameworks are designed to maintain. US Navy bringing ‘Fat Albert’ back to Marshall Aerospace for a new centre wing box Fat Albert, the world’s most recognisable C-130 Hercules, will soon return to Marshall Aerospace’s hangars for crucial structural work that will add decades to its lifespan. The iconic support aircraft for the US Navy’s Blue Angels flight demonstration squadron is scheduled to arrive in Cambridge, UK, later this year for a centre wing box replacement—a complex engineering procedure akin to spinal surgery. Payload meets performance Fat Albert is considered the global standard-bearer for the capabilities and design philosophy of the C-130 Hercules, embodying the versatility and reliability of the most successful military airlifter in history. As the logistical workhorse that makes the Blue Angels’ busy airshow schedule possible, Fat Albert covers over 100,000 miles each season as it transports up to 45 personnel and a range of specialised equipment back and forth across the United States. Fat Albert is also a performer in its own right, kicking off each Blue Angels show with a 15 minute demonstration of remarkable athleticism, earning fan-favourite status for a range of stunts including high-speed low-altitude passes, steep climbs, sharp banks and combat landings. It is currently the only C-130 to perform regularly in demonstration flying displays. This constant routine of marathons and gymnastics takes a unique toll, resulting in elevated stress and fatigue on Fat Albert’s airframe over the years. From a lifecycle management perspective, this requires an unusual degree of expert care and maintenance planning by its operator, the US Navy. Live fast, die old Fat Albert’s centre wing box is an example of a “lifed article” – a critical component with a finite operational lifespan in terms of total flight hours or years in service. As the major primary structure that connects the aircraft’s outer wings to its fuselage, the centre wing box bears significant operational load and sustains exceptional stress during flight. Once it has reached its end of life, it will need to be replaced in order for the aircraft to remain airworthy. If this does not happen, the aircraft will be grounded. Installing a new enhanced service life centre wing box from Lockheed Martin is a highly cost-effective way to extend Fat Albert’s useful lifespan by more than 20 years. However, this is not a simple process involving swapping out an 11-metre section of wing primary structure for a new section: it is the aerospace equivalent of invasive spinal surgery, and can only be carried out by a team with extensive engineering capability and specialist equipment. Case study - Centre wing box replacement: adding decades to C-130 lifespans The legendary longevity of the Lockheed Martin C-130 Hercules is not just the result of excellent design and manufacture. It’s also due to careful planning and management, including well-timed replacement of critical structural components. Find out more Marshall is one of the world’s centre wing box experts: since the 1970s, the company has completed nearly 80 centre wing box replacements on both legacy C-130 models and the current production model C-130J Super Hercules, extending the collective lifespans of these aircraft by at least 1,600 years. In 2024, Lockheed Martin named Marshall the world's first authorised Centre of Excellence for C-130 centre wing box replacements. In addition to centre wing box replacement, Fat Albert will undergo routine maintenance at Marshall, including a full paint strip and repaint in the highly distinctive Blue Angels livery. British backstory Fat Albert isn’t just an iconic C-130: it has close ties to the UK and Marshall in particular. Like every C-130J Super Hercules, the airframe started life on Lockheed Martin’s production line in Marietta, Georgia. After crossing the Atlantic for the first time, it arrived in Cambridge to be prepared by Marshall for entry into service with the Royal Air Force (RAF). Between 2001 and 2017, Fat Albert flew under the tail number ZH885 for the RAF’s 24 Squadron, and returned to Marshall frequently for maintenance and engineering work during this period. In 2019, the US Navy acquired the aircraft from the RAF as a replacement for its previous Fat Albert, an older C-130T model. Marshall was awarded the support contract for maintenance, paint and modifications ahead of entry into service with the Blue Angels. Fat Albert crossed the pond again upon completion of work by Marshall in 2020, relocating to the Blue Angels’ operating base in Pensacola, Florida—just a few hundred miles away from its place of manufacture. “Fat Albert’s return to Cambridge will be a moment to celebrate for the entire Marshall Aerospace team. "We are grateful to the US Navy for trusting us once more with such a valuable asset, and are pleased to undertake this expert work as one of a small handful of centre wing specialists.” Chris Dare MRO Services and Solutions Director, Marshall Aerospace Marshall’s performance on Fat Albert’s entry-into-service contract directly laid the groundwork for a major maintenance contract for the United States Marine Corps (USMC), which operates the world’s largest fleet of KC-130J tanker aircraft. The contract, one of the largest in Marshall’s history, has continued to move from strength to strength and reached the five year mark in August 2025. Sustainable Aviation Fuel (SAF): Progress at 35,000 feet Note: See photos and videos in the original article. Airlines are using Sustainable Aviation Fuel (SAF) from Shell that can help reduce lifecycle carbon emissions by up to 80% when substituting for conventional jet fuel.* Together – progress is starting to take off.** Read the transcript From roots to runway Sustainable Aviation Fuel (SAF), made from renewable or waste-based sources like beef tallow, cover crops and agricultural waste, is an alternative to jet fuel, and is a drop-in fuel, which can be blended at a ratio of up to 50% with conventional jet fuel for use in aircraft engines today1. One emerging source of feedstock used to produce SAF is winter camelina. With its history going back at least 3000 years, historically, winter camelina’s oil was used for cooking and fuel, and its meal fed to livestock. Winter camelina has a short season and is winter hardiness, so farmers can integrate it into existing cropping systems, such as corn and soybeans, potentially providing an additional cash crop on land that may otherwise remain unsown. Winter camelina also has the potential to provide ecosystem benefits, such as reducing soil erosion and nutrient runoff, enhancing microbial communities, and providing food for pollinators in early spring2. Winter camelina is harvested in the spring and sold by farmers for the oil from the camelina seeds. Winter camelina can then be processed and refined into sustainable aviation fuel. Winter Camelina "As Delta enters its centennial year, Delta is focused as ever on driving long-term impact as Delta aspires to net-zero emissions by 2050. SAF is the greatest near-term lever to help achieve Delta’s decarbonization aspirations, which is why suppliers like Shell are so crucial as we strive to connect people to a more sustainable future of travel" Amelia DeLuca, Chief Sustainability Officer, Delta Air Line Scaling SAF for journeys today and for the future According to the Federal Aviation Administration, approximately 45,000 flights3 take off from the U.S. each day and the aviation industry’s path to decarbonization will require a combination of solutions. Sustainable Aviation Fuel (SAF) offers an immediate and commercially scalable option with up to 80% less greenhouse gas (GHG) emissions, on a lifecycle basis, relative to conventional jet fuel* without having to make changes to the existing infrastructure or aircraft engines today4. According to the International Airport Transportation (IATA), global SAF production is expected to reach 0.7% of global aviation fuel consumption in 20255. There are still many challenges before SAF can be deployed at a larger scale including technological readiness, the availability of sustainable feedstocks, and cost6. Curt Lewis