The Fábrica Argentina de Aviones (FAdeA) has made key advancements throughout 2024 to strengthen its operational capacity and position itself as a competitive player in the sector.
This year, FAdeA renewed its commercial MRO operation specifications with the Administración Nacional de Aviación Civil (ANAC) of Argentina and Brazil. It also achieved recertification for AS9100, an international standard for aerospace quality management systems, and renewed its NADCAP certification, which ensures compliance with standards in aerospace manufacturing processes.
Additionally, the Dirección General de Aeronáutica Civil de Chile (DGAC) granted FAdeA authorization as a Foreign Maintenance Organization (E-687). This will enable the company to offer maintenance, repair, and overhaul (MRO) services for aircraft and components registered in Chile, expanding its reach in the regional market.
This new authorization enhances FAdeA’s ability to serve regional airlines by offering more cost-competitive alternatives for fleet maintenance. According to FAdeA, this milestone «reflects the commitment, dedication, and collective effort» of its team.
<img loading="lazy" decoding="async" class="alignnone size-full wp-image-40601" src="http://aviacionline.com/wp-content/uploads/2020/02/Fadea_1572046277.jpg" alt="Fábrica Argentina de Aviones (FAdeA)" width="1032" height="581" srcset="https://aviacionlinecdn.eleco.com.ar/media/2020/02/Fadea_1572046277.jpg 1032w, https://aviacionlinecdn.eleco.com.ar/media/2020/02/Fadea_1572046277-300x169.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2020/02/Fadea_1572046277-1024x576.jpg 1024w, https://aviacionlinecdn.eleco.com.ar/media/2020/02/Fadea_1572046277-768x432.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2020/02/Fadea_1572046277-696x392.jpg 696w, https://aviacionlinecdn.eleco.com.ar/media/2020/02/Fadea_1572046277-746x420.jpg 746w" sizes="(max-width: 1032px) 100vw, 1032px" />
Notably, the DGAC Chile authorization opens new opportunities for maintaining aircraft registered in that country, including those of LATAM, SKY Airline, and JetSMART.
The commercial relationship between FAdeA and Etihad Engineering has also played a significant role, enabling Argentine personnel to receive training in advanced maintenance tasks. Until last year, FAdeA provided services to LATAM, including aircraft interior refurbishments and painting, although this activity was temporarily interrupted at the end of 2023.
In mid-2024, it was announced that JetSMART will be able to request services such as Check-C for its fleet of Airbus A320 and A321 aircraft, both in CEO and NEO versions, based in Argentina.

FAdeA Expands Regional Reach with New Chilean DGAC Maintenance Authorization

Italy’s Ministry of Enterprises and Made in Italy has authorized the sale of Piaggio Aero Industries and Piaggio Aviation—both under extraordinary administration since 2018—to Turkish company Baykar Makina Sanayi Ve Ticaret Anonim Sirketi (Baykar). Baykar is recognized as a leader in the development of unmanned aerial vehicles (UAVs) and advanced aerospace technologies.
The decision concludes a process initiated after Piaggio Aerospace, a renowned Italian manufacturer of aircraft and engines, entered extraordinary administration in December 2018 due to financial difficulties. During the most recent bidding process, three binding offers were submitted by international companies. According to the ministry, Baykar’s proposal was selected after a “comparative evaluation” as it was deemed the most suitable to protect the interests of employees, creditors, and the group’s industrial future.
Baykar has committed to maintaining and strengthening aircraft production activities, including technical support, logistics, and training services, as well as engine manufacturing and maintenance.
Baykar’s CEO, Haluk Bayraktar, emphasized that “By incorporating Piaggio Aerospace, a company with 140 years of rich heritage, we are bringing the strength of the Turkish aerospace industry to Europe. With this strategic step, we are not only enhancing our production capacity but also taking on the responsibility of carrying a historic brand into the future.”
Italy’s Minister of Enterprises and Made in Italy, Adolfo Urso, described the acquisition as a pivotal step in securing Piaggio Aerospace’s future. “The company’s relaunch has been ensured, with a clear and ambitious industrial vision,” Urso stated. He added that “After six years of waiting, we are giving Piaggio Aerospace, a strategic asset for our country, a future with long-term productive prospects while safeguarding its industrial complexes and workforce.”
Under the management of commissioners Carmelo Cosentino, Vincenzo Nicastro, and Gianpaolo Davide Rossetti, Piaggio Aerospace maintained operations during the extraordinary administration period. According to the ministry, the company built a significant order portfolio, enabling it to self-finance its activities without relying on state aid, bank loans, or wage support programs.
Additionally, during this period, Piaggio Aerospace developed an advanced version of its P.180 aircraft, with deliveries to its main client already underway.
<a href="http://aviacionline.com/wp-content/uploads/2024/12/Piaggio-P180-Avanti-EVO.jpg"><img loading="lazy" decoding="async" class="aligncenter size-full wp-image-350208" src="http://aviacionline.com/wp-content/uploads/2024/12/Piaggio-P180-Avanti-EVO.jpg" alt="" width="1200" height="800" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/Piaggio-P180-Avanti-EVO.jpg 1200w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Piaggio-P180-Avanti-EVO-300x200.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Piaggio-P180-Avanti-EVO-768x512.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/Piaggio-P180-Avanti-EVO-150x100.jpg 150w" sizes="(max-width: 1200px) 100vw, 1200px" /></a>

Baykar Acquires Piaggio Aerospace

After a critical incident involving the shutdown of both engines of an Airbus A320 operated by LATAM in flight, caused by a hailstorm, Airbus enhanced its operational documentation to clarify engine restart procedures.
Widely reported in <a href="https://aeroin.net/caso-do-aviao-da-latam-que-teve-os-dois-motores-apagados-em-voo-leva-airbus-a-aprimorar-documentacao/?amp">AEROIN</a>, the incident occurred on October 26, 2022, when the aircraft, flying from Foz do Iguaçu to Asunción, encountered a hailstorm so intense that it significantly exceeded the design and certification criteria of the engines, with water and ice content twice the certified level.
During the flight, while the A320 was at 24,000 feet, the autopilot and autothrust systems were off, the cockpit was dark, and several alerts were activated, including engine and windshield anti-icing systems. At that moment, crucial flight recorder data was lost due to the emergency electrical configuration.
Airbus’ case study on the incident reports that even with the thrust levers advanced, both engines shut down, indicating unreliable airspeed. The pilots managed to restore some electrical power by activating the auxiliary power unit (APU).
<img loading="lazy" decoding="async" class="alignnone wp-image-349703 size-full" src="http://aviacionline.com/wp-content/uploads/2024/12/voo-latam-foz-asu-dec-24.jpg" alt="" width="1200" height="801" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/voo-latam-foz-asu-dec-24.jpg 1200w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/voo-latam-foz-asu-dec-24-300x200.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/voo-latam-foz-asu-dec-24-768x513.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/voo-latam-foz-asu-dec-24-150x100.jpg 150w" sizes="(max-width: 1200px) 100vw, 1200px" />
The crew attempted to restart the engines using both windmilling (a method in which the aircraft is positioned to facilitate a restart due to air passing over the engine blades) and starter-assisted relight.
However, the APU only provided sufficient air pressure for one engine at a time. After focusing efforts on the left engine by shutting off the master switch for the right engine, they were able to restart it, but the right engine remained inoperative due to the damage it had sustained.
Airbus emphasized the importance of correct procedures, especially under “high-stress” conditions, and the meticulous use of operational practices for a successful resolution. This includes maintaining the ideal ignition speed for windmill relight attempts, ventilating the combustion chambers, and adjusting thrust to avoid a potential compressor stall if the engine restarts abruptly.
As a result of this experience, Airbus plans to update its flight alert systems on A350 and A380 models by 2026, improving the aircraft’s centralized electronic monitoring procedures, preventing misinterpretations, and maintaining operational safety.

Airbus Enhances Engine Restart Procedures Following LATAM A320 Incident

Boeing announced the immediate departure of its Chief Information Officer (CIO) and Data Analytics Director, Susan Doniz, according to a memo addressed to employees by the CEO, Kelly Ortberg.
Dennis Eng will assume the role on an interim basis, leading the Information Technology and Data Analytics team while the company selects a permanent replacement. Doniz&#8217;s departure marks the fifth exit from Boeing&#8217;s executive council since Ortberg took over as CEO in August 2024.
Susan Doniz&#8217;s resignation follows the departures of other senior executives in recent months, such as Ziad “Z” Ojakli, who led the lobbying team in Washington, D.C.; Ted Colbert, head of the defense division; and Brian Besanceney, chief communications officer. Doniz, who joined Boeing in 2020 after holding a similar position at Qantas Airways, has over 25 years of experience with companies like SAP, Aimia, and Procter &amp; Gamble. Her exit may raise concerns about the direction of the company&#8217;s technological initiatives.
Boeing has faced criticism from U.S. lawmakers over quality and safety issues. Earlier this year, former CEO Dave Calhoun was questioned by a Senate subcommittee, highlighting ongoing tensions between the company and regulators.
Additionally, Boeing recently announced a plan to cut 10% of its workforce, equivalent to 17,000 positions, affecting all levels of the organization. According to Ortberg, this measure aims to address the company’s economic and operational challenges.

Boeing Announces Major Workforce Cuts and Another Executive Departure

TARMAC Aerosave successfully completed the reactivation of the last Airbus A380 of Etihad Airways at its base in Teruel, Spain, on December 12, 2024. This milestone marks the conclusion of a seven-year collaboration between the two companies, which included the delivery of more than 30 aircraft of various models.
During this partnership, TARMAC Aerosave managed the reactivation of 10 Airbus A380s in the past two years, as well as other models such as the Airbus A340, A330F, A330-200, A330-300, and Boeing 777.
The reactivation of the last A380 in Teruel highlights the company’s technical and operational expertise in maintaining and reactivating wide-body aircraft. The project director emphasized the excellent performance of the teams in Teruel and the strong collaboration with Etihad Airways, which now operates 7 «superjumbo» aircraft in service.
The Abu Dhabi-based airline uses the aircraft to operate flights to Paris/Charles de Gaulle (CDG), New York (JFK), and, starting in February, Singapore (SIN) with a daily flight, and to London/Heathrow (LHR) with two daily flights.
Looking ahead, TARMAC Aerosave will continue reactivating high-capacity aircraft. Its base in Tarbes, France, is preparing for the reactivation of another two Airbus A380s previously operated by Air France, confirming the growing demand among airlines.
In the context of post-pandemic recovery, the return of aircraft like the A380 to active fleets reflects the rising demand for long-haul flights. The ability of companies like TARMAC Aerosave to carry out reactivations efficiently and safely is crucial for airlines aiming to meet the increase in air travel.

Etihad Airways Welcomes Back Last Airbus A380 After Reactivation in Teruel

Air Canada has placed a new firm order with Airbus for the acquisition of five additional A220-300 aircraft, bringing its total orders for this model to 65 units, including previous orders. This announcement coincides with the fifth anniversary of the delivery of the airline&#8217;s first A220, received in December 2019. Its current A220 fleet consists of 34 aircraft, making it the fifth-largest operator of the model worldwide.
The A220-300, assembled in Mirabel, Quebec, has been highlighted by Air Canada as a cornerstone of its growth strategy. “The A220 has delivered on its promises for Air Canada in its five years in service. It has allowed us to open new routes and better serve existing ones with an aircraft that has the right economics to support our profitable growth strategy. It is also very popular with customers,” said John Di Bert, Executive Vice President and Chief Financial Officer of Air Canada.
Air Canada was the launch operator of the A220-300 in North America in January 2020 and has since operated the fleet across more than 70 destinations. According to Airbus, the A220 is recognized for its fuel efficiency, offering a 25% reduction in emissions and consumption per seat, powered by Pratt &amp; Whitney’s latest-generation GTF engines.
The A220, capable of carrying between 100 and 150 passengers on flights of up to 6,700 kilometers, is already certified to operate with up to 50% Sustainable Aviation Fuel (SAF). Airbus has stated its goal of enabling all its aircraft to run on 100% SAF by 2030.
Air Canada has pending orders with Airbus for 26 A321XLRs and 26 A220-300s, according to data available as of November 2024. Now, an additional five A220s have been added to this total.
“This is Air Canada’s third order for the A220 in a few years. We are committed to working closely with the flag carrier as we support its fleet renewal program,” said Benoît de Saint-Exupéry, Executive Vice President of Sales for Airbus.
Globally, Airbus reports that, as of November 2024, it has received nearly 900 orders for the A220 from 32 customers, with 380 units delivered. The aircraft is successfully operating with 23 airlines, serving more than 1,500 routes and 460 destinations worldwide, solidifying its position as a leader in the small single-aisle market.

Air Canada Orders Five Additional Airbus A220-300

Boeing announced that it resumed production of the 737, 767, and 777/777X aircraft programs after a seven-week strike involving 33,000 workers in the Pacific Northwest. The strike, which ended on November 5, significantly impacted the company&#8217;s operations.
Stephanie Pope, CEO of Boeing Commercial Airplanes, emphasized that the restart of production lines was accompanied by efforts to ensure all employees are up-to-date with their training and certifications. She also mentioned that inventory levels have been adjusted to ensure smooth production.
Despite the resumption, Boeing&#8217;s commercial deliveries dropped sharply. In November, the company delivered only 13 aircraft compared to 56 in the same month last year. This decline adds to the 14 units delivered in October, reflecting the prolonged impact of the strike.
Meanwhile, the Federal Aviation Administration (FAA) continues to maintain strict oversight of Boeing&#8217;s operations. Mike Whitaker, FAA Administrator, expressed satisfaction with the company&#8217;s gradual and safe approach but reaffirmed that oversight will intensify due to recent safety issues. In January of this year, an improperly secured door panel detached from an Alaska Airlines 737 MAX 9 mid-flight, leading to production limits of 38 units per month for this model.
The FAA has scheduled a meeting with Boeing in January 2025 to discuss progress in production processes. In the meantime, Pope assured that the company&#8217;s Safety Management System is helping to identify and mitigate potential issues. «We will continue to closely monitor our production performance indicators to deliver safe, high-quality aircraft on time for our customers,» she stated.

Boeing Resumes Production of 767 and 777, but FAA Limits 737 MAX to 38 Aircraft per Month

The Cessna SkyCourier has received its type certification from Transport Canada Civil Aviation (TCCA), the regulatory body overseeing aviation in Canadian territory. This new certification will allow Textron to offer its new aircraft for missions in the most remote areas of North America.
It is expected that the first SkyCourier, in it&#8217;s cargo variant, will be delivered this year to Air Bravo Corporation, a Textron customer providing passenger, cargo, and air ambulance services. The airline operates four bases in Thunder Bay, Sudbury, Barrie, and Meaford, all located in the province of Ontario.
Lannie O&#8217;Bannion, Textron’s Senior Vice President of Global Sales and Flight Operations, stated that «the extraordinary performance of the SkyCourier will be a game-changer for our customers throughout Canada. The aircraft’s maximum flexibility and low operating costs make it an excellent choice for a wide range of missions across the region.»
The <a href="https://cessna.txtav.com/en/lp/skycourier-splash-lp" target="_blank" rel="noopener">SkyCourier</a> is a twin-engine turboprop capable of being operated by a single pilot. It is highly adaptable and can easily adjust configurations to efficiently complete nearly any mission. The aircraft is also capable of supporting a wide range of operational activities in remote areas.
The twin-engine turboprop is currently operated by two airlines in Alaska, reaffirming its capability to operate in the harsh winter conditions near the North Pole. Bering Air and Everts Air operate these aircraft from their bases in northern United States.
Textron Aviation’s new product has a substantial order backlog from various customers, primarily air cargo operators in remote regions such as Alaska, Hawaii, and the Marshall Islands. FedEx is the aircraft’s largest operator, with a total of 25 units and five more pending delivery. The cargo company’s original order was for 50 units.
In Latin America, the small regional Mexican airline, Aerus, will operate the passenger variant of the aircraft. This aircraft will complement the operations it currently performs with its Cessna C208 Caravans.
Currently, the global operational fleet of the SkyCourier consists of 33 aircraft:
<ul>
<li>FedEx, 25 units;</li>
<li>Lānaʻi Air, based in Lanai (LNY), Hawaii, 2 aircraft;</li>
<li>Bering Air, based in Nome (OME), Alaska, 2 aircraft;</li>
<li>Kamaka Air, based in Honolulu (PHL), Hawaii, 1 unit;</li>
<li>Everts Air, based in Fairbanks International (FAI), Alaska, 1 aircraft;</li>
<li>Samaritan&#8217;s Purse, based in Greensboro (GSO), 1 aircraft.</li>
</ul>

Cessna SkyCourier Secures Canadian Certification: A New Era for Remote Aviation

Honeywell and Bombardier have signed a strategic agreement for the development of new aeronautical technologies, focusing on avionics, propulsion, and next-generation satellite communications. The contract, announced this Tuesday, represents a collaboration aimed at updating current aircraft and laying the groundwork for future models, with an estimated value of $17 billion, according to Honeywell.
According to Vimal Kapur, President and CEO of Honeywell, “this is a great opportunity to co-innovate and promote next-generation technologies, including avionics and Anthem engines. Increasing our collaborative relationship with Bombardier is directly connected to our focus on the megatrends of automation, the future of aviation, and the energy transition.”
Meanwhile, Eric Martel, President and CEO of Bombardier, stated that “this new partnership creates unprecedented opportunities for Bombardier. Honeywell’s differentiated technology is the main reason why we decided to collaboratively build a bright future with them.”
<h3>New technologies and objectives</h3>
The collaboration includes the development of Honeywell Anthem avionics, which the company claims will offer greater mission adaptability and enhance aircraft safety and situational awareness. Additionally, they will work on the evolution of the next-generation HTF7K engine, with a focus on power, reliability, and ease of maintenance.
Regarding communications, both companies will work on the certification and deployment of the JetWave X system for the Bombardier Global and Challenger aircraft families, both for new deliveries and aftermarket services. The collaboration will also allow Bombardier to access Honeywell&#8217;s L-band antenna portfolio, designed for future air safety services.
“By working together, we will generate significant value for Bombardier&#8217;s operator base, providing the latest technologies to enable safe and efficient flights. We are committed to investing in these key technologies with Bombardier, which will drive substantial growth and take the industry even further toward the future of aviation,” added Jim Currier, President and CEO of Honeywell Aerospace Technologies.

New Partnership: Honeywell and Bombardier Advance Avionics, Engines, and Satellite Communications

Russia reviews Superjet 100 performance and operational outlook
Russia’s Federal Air Transport Agency, Rosaviatsia, held a meeting on Friday, December 13, to evaluate the performance and operation of the Superjet 100, the country’s domestically produced regional jet. The session was chaired by Dmitry Yadrov, head of the agency, and included Vadim Badekha, the newly appointed CEO of the United Aircraft Corporation (UAC), a subsidiary of state conglomerate Rostec.
According to Rosaviatsia, the Russian civil aviation fleet currently operates 154 Superjet 100 aircraft, which are certified for commercial operations. The maintenance of these aircraft is handled by 29 specialized organizations. Since entering service 13 years ago, the Superjet 100 accounted for approximately 9% of Russia’s total air passenger traffic in the past year, carrying 9.4 million passengers.
Rosaviatsia reported that incidents related to technical failures on the Superjet 100 decreased by 2.5% between January and November compared to the same period in 2023. Over the same period, flight operations for the aircraft increased by 19.5%, totaling 134,400 flights, based on data provided by the State Corporation for Air Traffic Management (OrVD).
“Whatever people say, the Superjet is truly a good aircraft. Its operational intensity is comparable to its Western counterparts. Superjet aircraft will continue to operate and transport our citizens for many years,” Yadrov said during the meeting.
Vadim Badekha, CEO of UAC, emphasized the importance of collaboration with airlines to support the availability of critical components, including those requiring import substitution. “We plan to update our production and repair strategies for components needed by airlines before the end of the year. We will also increase the frequency of operator conferences involving organizations responsible for maintenance, repairs, and component manufacturing. Such meetings are extremely useful for the future of the aircraft,” Badekha stated.
The Superjet 100, introduced in 2011, is Russia’s first passenger jet designed post-Soviet era. While facing challenges related to its supply chain and maintenance, Rosaviatsia highlights its continued role as a priority for the country’s aviation sector.

«Whatever people say, the Superjet is truly a good aircraft», claims the head of Rosaviatsia

Honeywell International is considering the possibility of separating its aerospace business, approximately a month after the activist investment fund Elliott Investment Management pressured the board to devise a plan to split the company into business units.
The company, headquartered in Charlotte, North Carolina, stated that its board of directors continues to evaluate strategic alternatives and will provide an update on its portfolio review alongside its fourth-quarter results in early 2024.
“Honeywell is now well-positioned for significant transformational alternatives, and we are diving deeper into exploring their feasibility and possible timeline,” stated Vimal Kapur, the company’s chairman and CEO.
In November, Elliott revealed it had acquired a $5 billion stake in Honeywell and proposed breaking up the conglomerate, arguing the need to optimize its value. The company has maintained a resistant stance toward similar campaigns, as was the case in 2017, when it rejected a similar proposal.
Nevertheless, Honeywell shares have underperformed the market so far this year, with growth of 8.5%, compared to the 28% of the S&amp;P 500 index. Following Monday’s announcement, Honeywell shares rose 3.2% in pre-market trading.
<h3>Aerospace business and current structure</h3>
The aerospace business accounts for nearly 40% of Honeywell’s annual revenue, with the production of engines and cabin systems for manufacturers like Boeing.
In October, the company lowered its annual sales forecast due to reduced demand for smart energy products and weak results in its industrial automation and construction units. These challenges have impacted its earnings.
Prior to Elliott’s intervention, Honeywell had already begun a restructuring process to focus on three key trends:
<ul>
<li>Aviation</li>
<li>Automation</li>
<li>Energy transition</li>
</ul>
Among its most recent moves:
<ul>
<li>In October, it announced a plan to separate its advanced materials business, valued at $10 billion.</li>
<li>Later, it sold its personal protective equipment division for $1.33 billion in cash to a private equity firm.</li>
</ul>
Marc Steinberg and Jesse Cohn, partners at Elliott, stated on Monday that separating the aerospace business is the right path. “We look forward to the prompt conclusion of the review and to supporting Honeywell in implementing the necessary steps to maximize its value,” they emphasized in a statement.
Honeywell will present the results of its review next quarter, a key update that will determine whether its aerospace business will be separated from the rest of the company or if alternative measures will be chosen.

Honeywell reviews aerospace split: Strategic alternatives under evaluation

On December 15, the Boeing 787 celebrated the 15th anniversary of its inaugural test flight, conducted in 2009. The aircraft was the product of the Dreamliner program, launched by the American manufacturer in 2004, already counting 50 orders from Japan’s All Nippon Airways, which became its launch customer.
Under the command of pilots Mike Carriker and Randy Neville, the maiden flight lasted more than three hours. For the test campaign, Boeing built six prototypes, designated from ZA001 to ZA006, equipped with Rolls-Royce Trent 1000 and GEnx-1B64 engines.
The Boeing 787 Dreamliner was born with the ambition of being the «airplane of dreams» for airlines, and in many ways, that promise materialized. Since its first commercial flight in 2011 with All Nippon Airways (ANA), aboard the iconic 787-8, registration JA801A, which took off from Tokyo bound for Hong Kong, the Dreamliner attracted global attention with its innovative technology and economic efficiency.
<figure id="attachment_62873" style="text-align: center;"><a href="http://aviacionline.com/wp-content/uploads/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627.jpg"> 
<img loading="lazy" decoding="async" class="size-full wp-image-62873" src="http://aviacionline.com/wp-content/uploads/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627.jpg" alt="" width="1200" height="798" srcset="https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627.jpg 1200w, https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627-300x200.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627-1024x681.jpg 1024w, https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627-768x511.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627-696x463.jpg 696w, https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627-1068x710.jpg 1068w, https://aviacionlinecdn.eleco.com.ar/media/2020/12/Boeing_787-8_Dreamliner_All_Nippon_Airways_-_ANA_AN2064627-632x420.jpg 632w" sizes="(max-width: 1200px) 100vw, 1200px" /> 
</a><figcaption>Photo source: wikimedia</figcaption></figure>
Designed with windows that dim using a special gas instead of shades, extremely flexible wings, purer air, and a fuselage composed of 50% composite materials instead of aluminum, the Dreamliner promised a revolutionary flight experience. Its greatest advantage lay in its efficiency and range figures, which enabled the creation of 180 new routes that were previously commercially unviable, as reported by our partner outlet, <a href="https://aeroin.net/o-aviao-dos-sonhos-boeing-787-celebra-o-15o-aniversario-de-seu-voo-inaugural/" target="_blank" rel="noopener">AEROIN</a>.
However, the Dreamliner’s trajectory was not without challenges. Approximately two years after its launch, Boeing faced a major setback. In January 2013, a fire on a domestic ANA flight, attributed to the cobalt lithium-ion batteries, set off alarm bells.
These next-generation batteries offered high energy capacity in a compact space at the time but also posed risks of overheating, leading to a phenomenon known as Thermal Runaway.
The situation worsened when, that same week, another fire occurred, this time on a Japan Airlines 787 at Boston airport. The FAA, the U.S. regulatory agency, responded quickly, temporarily grounding all Dreamliner flights until the issue was resolved. Boeing, under pressure, reviewed the battery structure and changed the supplier, overcoming the initial crisis.
Despite this setback, the Dreamliner not only survived but thrived, quickly reaching the milestone of 1,000 units delivered, solidifying itself as a commercial success. In the following years, the 787 continued to stand out as the ideal option for long-haul routes, excelling with its unprecedented fuel efficiency.
Recently, new challenges have emerged for Boeing, specifically related to issues of fuselage manufacturing nonconformities on the 787. Although the battery complications represented a more severe crisis, the current problems focus on quality control processes within the supplier chain.
Even so, the Dreamliner remains an essential pillar in the global fleet, with a more efficient balance between range and economy, without directly competing with other Boeing models like the 777. The Dreamliner continues to be a reference for innovation and efficiency in commercial aviation, demonstrating that, even in the face of challenges, its original promise as the «airplane of dreams» remains intact.

15 Years of the Dreamliner: From Innovation to Challenges

Pratt &amp; Whitney, a division of RTX, has received certification from the U.S. Federal Aviation Administration (FAA) for its GTF engine, which will power Airbus’ new A321XLR aircraft. According to the company, this approval, granted on December 12, updates the certification for the PW1100G-JM model to include the long-range A321 variant.
Rick Deurloo, president of Commercial Engines at Pratt &amp; Whitney, stated that “This is an important milestone for the GTF engine program, which was the first engine to power the A320neo aircraft family. The longer range and higher payload capacity of the A321XLR will provide customers with greater route flexibility to more destinations.”
According to the company, 13 customers have chosen the GTF engine to equip a total of 217 A321XLR aircraft. Since entering service in 2016, more than 2,100 GTF-powered aircraft have been delivered to over 80 operators worldwide.
Among the main customers that chose Pratt &amp; Whitney&#8217;s GTF engine are JetBlue (14 aircraft), Air Canada (24), Wizz Air (20), JetSMART (12), SKY Airline (10), Qantas (20), and United Airlines (50).
Pratt &amp; Whitney reports that these engines provide up to 20% better fuel efficiency compared to previous-generation engines, saving 2 billion gallons of fuel and reducing CO2 emissions by 20 million metric tons.
New Enhancements with the GTF Advantage Engine
Pratt &amp; Whitney announced that the GTF Advantage engine, currently undergoing certification and with deliveries expected next year, has been specifically designed to optimize the performance of the A321XLR. According to the company, this model will provide a 4-8% increase in takeoff thrust, up to 1% additional fuel efficiency, and longer operational time between maintenance. The engine will be fully compatible and interchangeable with the current GTF model.
The A321XLR: A Key Player in the Narrow-Body Market
The Airbus A321XLR, designed for long-range flights and higher payloads, represents a new generation of single-aisle aircraft. Pratt &amp; Whitney highlighted that the integration of the GTF Advantage engine will expand available routes and enhance the operational economics of airlines adopting this variant. Its launch customer was Iberia, which began deploying it on flights from Madrid to Boston last month.
See also: <a href="https://aviacionline.com/2024/11/the-airbus-a321xlrs-first-transatlantic-flight-took-off-from-madrid-bound-for-boston/" target="_blank" rel="noopener">The Airbus A321XLR’s First Transatlantic Flight Took Off from Madrid, Bound for Boston</a>
RTX, Pratt &amp; Whitney’s parent company, noted that its business focuses on aviation, integrated defense, and next-generation technology solutions. Headquartered in Arlington, Virginia, RTX reported revenues of $69 billion in 2023.

Pratt & Whitney’s GTF Engine Receives FAA Certification for the A321XLR

16The Aeroflot Group announced that it expects to receive its first unit of the MC-21 aircraft in 2026. Ivan Batanov, Director of Aeroflot’s Network and Revenue Management Department, reported during the PRO//Movement Passenger Forum that the company is actively working with the manufacturer to customize the aircraft according to its specific needs.
This forecast aligns with earlier statements by Russian Prime Minister Mikhail Mishustin, who indicated that deliveries of this domestically manufactured aircraft could begin in 2025, according to a report from our partner media outlet, <a href="https://aeroin.net/com-ajuste-de-cronograma-primeiro-jato-russo-mc-21-deve-chegar-para-a-aeroflot-em-2026/" target="_blank" rel="noopener">AEROIN</a>.
The MC-21 is designed for both domestic and international markets, aiming to replace older models such as the Tu-154 and the Tu-204 family, and serve as an alternative to foreign aircraft. Designed for short- and medium-haul routes, it can transport passengers, luggage, and cargo. Several versions of the aircraft are planned, with capacities for 150, 180, and 210 seats, and a range of up to 6,000 kilometers.
See also: <a href="https://aviacionline.com/2024/10/rusia-amplia-la-planta-de-irkutsk-para-producir-36-aviones-mc-21-por-ano/" target="_blank" rel="noopener">Russia expands the Irkutsk plant to produce 36 MC-21 aircraft per year</a>
This project aims to revitalize Russia&#8217;s aviation industry, promoting technological advancements and innovations in the country’s civil aviation sector. Customization collaborations for the MC-21 may include aspects related to passenger comfort, fuel efficiency, and environmental performance.
The production of the MC-21 has been significantly affected by sanctions imposed on Russia following its military actions in Ukraine. The original version of the aircraft, the MC-21-300, was initially intended to be equipped with U.S.-made Pratt &amp; Whitney engines. However, due to the sanctions, Russia has switched to domestically produced PD-14 engines. This transition, along with the need to replace numerous Western-origin components, delayed the aircraft’s entry into service.
The sanctions have also prompted Russia to adopt a broader import substitution strategy, with state-owned companies such as Rostec leading efforts to increase self-reliance in aircraft production. Despite these challenges, Russia plans to deliver more than 500 domestically produced aircraft to its airlines by 2030, including the MC-21 and other models like the Superjet-NEW and the Tu-214. However, experts question whether the country will be able to meet these ambitious goals, given the significant setbacks and delays encountered in production so far.

Aeroflot Prepares for 2026 Delivery of Custom-Built MC-21 Airliner

Boeing announced that it will allocate one billion dollars to expand its facilities in Charleston County, South Carolina. According to the company, the investment will include infrastructure improvements at its sites in North Charleston and will enable the creation of 500 new jobs over a five-year period.
Boeing’s facilities in South Carolina, known as Boeing South Carolina (BSC), are responsible for the complete production of the 787 Dreamliner, including the 787-8, 787-9, and 787-10 variants. The company, which began operations in the state in 2009, currently employs more than 7,800 people across three sites: the North Campus and the airport campus in North Charleston, as well as a plant in Orangeburg that was recently acquired. However, the latter will not be included in the expansion plans.
The expansion of the North Charleston campuses aims to meet the 787 Dreamliner production targets, which, according to the company, are set to reach a rate of 10 aircraft per month by 2026. The new operations are scheduled to commence in early 2027.
“Since the creation of Boeing South Carolina in 2009, we have achieved significant milestones, including the consolidation of 787 Dreamliner production in South Carolina,” said Scott Stocker, vice president of the 787 program and site leader at BSC. “I’m excited about this new phase of growth,” he added.
South Carolina Governor Henry McMaster described the expansion as a reflection of Boeing’s confidence in the state’s workforce, while Secretary of Commerce Harry M. Lightsey III highlighted the importance of this investment to the local economy.
Boeing has not provided additional details about the jobs to be created but stated that the growth is driven by market demand and the production needs of the 787 program.

Boeing Expands 787 Dreamliner Production with $1 Billion Investment in Charleston

Airbus completes the testing campaign for its EcoPulse demonstrator aircraft, which provided crucial data for the development of new hybrid-electric propulsion systems. The project is being carried out jointly with Daher and Safran, paving the way toward decarbonizing air transport by 2050.
The EcoPulse conducted its first hybrid-electric test flight on November 29, 2023, departing from Tarbes-Lourdes-Pyrénées Airport. Since then, it has accumulated 100 flight hours over at least 50 test flights with the hybrid distributed propulsion system, the last of which took place in July 2024.
These tests demonstrated unprecedented levels of onboard electrical power for distributed electric propulsion, with a network voltage of approximately 800 volts DC and an output power of 350 kilowatts.
The flight tests yielded significant results, including an objective assessment of the maturity of hybridization technologies, an evaluation of performance when integrated into the aircraft, and the identification of operational limitations.
Thanks to the <a href="https://www.airbus.com/en/innovation/energy-transition/hybrid-and-electric-flight/ecopulse">EcoPulse</a> test campaign, it was demonstrated that synchronizing the ePropellers can reduce interior noise. This synchronization is an added advantage of the innovative flight control computer, primarily designed to maneuver the aircraft, replacing traditional control surfaces by adjusting the distribution of electrical power among the ePropellers.
Jean-Baptiste Manchette, Head of Propulsion of Tomorrow at Airbus, stated that «this EcoPulse campaign enables us to advance certain hybrid-electric technologies, such as high-voltage batteries, and integrate them into future airplanes, helicopters, and urban air mobility solutions. With distributed electric propulsion, we achieve our goal of modeling flight physics and energy management at the aircraft level, which are key elements in shaping the next generation of aircraft.»
<h4>Key findings</h4>
The EcoPulse testing campaign identified the main challenges for decarbonizing aviation by 2050. These include designing electric and hybrid-electric architectures, developing key components like batteries to optimize performance and operational range, and high-voltage management systems exceeding 400V.
Pilot assistance through specialized interfaces will be a critical factor for operating new hybrid-electric engines, and after testing, the weight and noise of the powerplants will need to be optimized. The flight testing campaign laid the groundwork for compliance documents to meet regulatory requirements for hybrid-electric propulsion flights, forming the basis for certifying the safety of innovative aircraft configurations.
<h4>Collaboration</h4>
The EcoPulse project showcases the strength of cooperation between Daher, Safran, and Airbus, combining their expertise and testing resources. Throughout the trials, the partners demonstrated significant synergies between general and commercial aviation.
The EcoPulse is based on Daher’s TBM aircraft platform and is equipped with six ePropellers, supplied by Safran, distributed along its wings. Its propulsion system integrates two energy sources: a turbogenerator (a gas turbine-powered generator) and a high-voltage battery pack supplied by Airbus.
At the heart of this architecture is a Power Distribution and Rectification Unit (PDRU), which protects the high-voltage network and distributes available electrical energy, along with high-voltage supply harnesses (both provided by Safran). The battery, designed by Airbus, has a nominal capacity of 800 volts DC and can deliver up to 350 kilowatts of power.
The demonstrator also benefits from the European aerospace manufacturer’s expertise in aerodynamic and acoustic integration, with Airbus developing the flight control computer that enables aircraft maneuvers via the ePropellers and their synchronization to support future acoustic recommendations for aircraft.
Eric Dalbiès, Senior Vice President for Strategy and Chief Technology Officer at Safran, stated that «we are particularly pleased with the success of the EcoPulse program and its results. This was the first time we tested a full hybrid-electric propulsion system in flight, and these tests marked an important milestone in our technology roadmap. The lessons learned allow us to continue validating decarbonization technologies.»
Pascal Laguerre, Daher’s Chief Technology Officer, noted that «EcoPulse has enabled Daher to take a crucial step in developing a low-carbon aircraft. This project has not only helped us design an operational system for a demonstration prototype but also address critical technological hurdles. Thanks to this rich and unprecedented collaboration, we have made significant advances toward hybridization.».

EcoPulse: Airbus Advances Hybrid-Electric Aviation with 100 Flight Hours of Testing

Iberia Maintenance has added wheel and brake maintenance for the Airbus A321XLR to its capabilities catalog. This latest narrow-body variant from Airbus was launched globally by the airline in November 2024. This milestone positions its La Muñoza workshops in Madrid among the first in the world authorized to carry out these specific tasks, further solidifying its leadership in the MRO (Maintenance, Repair, and Overhaul) sector.
This certification joins the more than 4,400 capabilities already acquired by Iberia Maintenance across various technologies, ranging from tires and hydraulics to electrical systems and engine accessories. According to the company, it is expected to certify over 29,000 components in 2024, boosting the technical and operational capacity of its facilities.
To ensure continuous operation for airlines in Southern Europe, Iberia Maintenance has invested more than 10 million euros in high-turnover inventory, including wheels, brakes, and batteries. This strategic approach not only enhances its ability to service Airbus fleets but also enables it to provide comprehensive support to A321XLR operators.
With an infrastructure spanning 20,000 m² and over ten production lines, Iberia Maintenance’s components workshop continues to expand its technical expertise, reinforcing its role as a regional reference center.
In addition to its maintenance capabilities, Iberia Maintenance has developed a differences course between the A321 NEO and the A321XLR in collaboration with Airbus. This program, designed to address the innovations of the new model, covers aspects such as the electronic tail rudder and the fiber-metal laminated structure.
<img loading="lazy" decoding="async" class="size-full wp-image-348549 aligncenter" src="http://aviacionline.com/wp-content/uploads/2024/12/xlr_formacion_15942.jpg" alt="" width="699" height="523" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/12/xlr_formacion_15942.jpg 699w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/xlr_formacion_15942-300x224.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/12/xlr_formacion_15942-150x112.jpg 150w" sizes="(max-width: 699px) 100vw, 699px" />
The course has already garnered interest beyond Iberia, with companies such as British Airways MRO participating in this training. The State Aviation Safety Agency (AESA) has recognized the added value of this program, deeming it mandatory for technical personnel.
“These achievements reinforce our future vision for Iberia Maintenance, where we are taking significant steps toward the modernization and sustainable development of the MRO business while strengthening our position as a reference center in Southern Europe,” stated José María Merino, Senior Manager of Components at Iberia Maintenance.

Iberia Maintenance Expands A321XLR Capabilities with Wheel and Brake Services

Gulfstream Aerospace began production of the 1,000th wing manufactured at the Savannah plant, inaugurated in 2012, which will be installed on a G600. At this facility, the U.S. manufacturer produces wings for the G400, G500, G600, G650ER, G700, and G800 models.
The company designed its aircraft using common manufacturing and design elements, reducing production costs and times. The facility was built under new precision production standards, increasing the quality of its models.
The president of <a href="https://www.gulfstream.com/en/" target="_blank" rel="noopener">Gulfstream</a>, Mark Burns, said, «The production of the 1,000th wing at our Savannah headquarters is a testament to how advanced our technology and production and design processes have become with the help of the most talented workforce in the industry. Thanks to the investments made across the company, the greater operational efficiency and flexibility of our in-house manufacturing facilities ensure that we continue to deliver the highest quality and innovation when creating and offering the best aviation experience in the world.»
In 2022, Gulfstream expanded its wing manufacturing facilities and incorporated the G600, G500, and G400 models into this production line. This allowed the company to increase its production rate and meet the growing demand for these aircraft.
Founded in 1958 as part of the Grumman Aircraft Engineering Corporation, Gulfstream was a pioneer in executive aviation. Its first aircraft was the Gulfstream I turboprop. Since then, it has established itself as one of the most successful manufacturers in the sector, with more than 3,200 aircraft currently in operation.
Among its most iconic models are the Gulfstream G650 and the G700, known for their ultra-long range, speed, and flight technology. The spacious cabins of its aircraft, designed to maximize passenger comfort and productivity, have earned them wide recognition. Its new jet, the G800, could be considered the perfect combination of the G650 and G700, making it the largest and longest-range aircraft in the company’s lineup.

Manufacturers/MRO