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By Bernie Wunder, EAA 128167/AMA 984592 EAA developed a program called Young Eagles Build and Fly (YE B&F) to keep youths involved in aviation after a Young Eagles flight. The idea was that the EAA chapter would team up with the local Academy of Model Aeronautics (AMA) club to build and then actually fly a […]
The long-anticipated Boeing 777X is almost here, and when it does finally arrive, it will begin an era of vastly different wing design to commercial aviation. To achieve unprecedented fuel efficiency, designers equipped the massive twin-engine jet with a sprawling carbon-fiber wing that exceeds standard international airport dimensions. Making the wings smaller was not an option, so Boeing opted for a very different kind of solution.
The Northrop B-2 Spirit is not designed for comfort; it is designed survive the first night of war. It is designed to be one of the first aircraft to kick in the proverbial door and carry out some of the operation's opening strikes. Unlike other bombers in service with the US, Russia, and China, it is able to penetrate enemy air defenses. To avoid the risk of being struck on the ground and to maximize surprise and uncertainty, these bombers often take off directly from their home base at Whiteman AFB, Missouri.
On 25 April 1980, tragedy struck one of Britain’s best-known independent airlines when a Dan-Air London Boeing 727 crashed into a mountainside while approaching Tenerife in the Canary Islands. The loss of Flight 1008 claimed the lives of all 146 passengers and crew on board, making it the deadliest accident in Dan-Air’s history and one of the worst aviation disasters involving a British airline at the time. A Holiday Flight to Tenerife The accident aircraft. Photo: Rob Hodgkins Dan-Air Flight 1008 was a charter service from Manchester to Tenerife North Airport (then known as Los Rodeos), carrying 138 holidaymakers and eight crew aboard a Boeing 727-46 registered G-BDAN. Built in 1966, the trijet had joined Dan-Air’s fleet in 1974 after earlier service in the United States. By 1980 it had accumulated more than 30,000 flying hours and was one of several Boeing 727s that had joined the airline. The flight across the Bay of Biscay and into the Canary Islands was routine. Weather around Tenerife, however, was less forgiving. Low cloud obscured the mountainous interior of the island, requiring aircraft to rely entirely on instrument procedures during their approach. Confusion During the Approach As Flight 1008 neared Tenerife North, it was sequenced behind a slower Iberia aircraft. Air traffic control instructed the Dan-Air crew to enter a holding pattern near the airport before commencing their approach. The problem was that this was not one of the published holding procedures available on the crew’s approach charts. Although the instructions were acknowledged, ambiguity over exactly how the hold should be flown soon led to a fatal navigational error. Instead of remaining clear of the island’s mountainous terrain, the Boeing 727 drifted towards high ground while descending. Unaware of the developing danger, the aircraft continued descending after being cleared to 5,000 feet—an altitude that was safe for the intended procedure, but not for the path the aircraft had actually taken. A Desperate Final Attempt Moments later, the Ground Proximity Warning System (GPWS) sounded, warning the crew that terrain lay directly ahead. The pilots immediately applied full power and attempted to climb away from danger. However, believing they were in a different position to where they actually were, the captain initiated a steep right turn. At 13:21 local time, the Boeing 727 struck the forested slopes of Mount La Esperanza while still in cloud. The aircraft broke apart on impact and was destroyed. There were no survivors. What Caused the Crash? The official Spanish investigation concluded that the accident was a classic example of Controlled Flight Into Terrain (CFIT), where an aircraft under full control is inadvertently flown into the ground. Investigators determined that the flight crew had incorrectly interpreted the unpublished holding procedure and descended into an area where the minimum safe altitude was far higher than the altitude they had been cleared to fly. However, the subsequent British conclusion to the investigation painted a more complex picture. It found that the instructions issued by air traffic control had been ambiguous and that the unpublished holding pattern itself was unsuitable for a Boeing 727 to fly accurately. The report also concluded that the aircraft should never have been cleared below 7,000 feet while operating in that area, noting that the assigned altitude of 5,000 feet left no safe terrain clearance. Rather than blaming a single error, the investigation highlighted how misunderstandings, unclear procedures and inadequate terrain protection combined to produce a catastrophe. Dan-Air’s Darkest Day The accident was a devastating blow for Dan-Air London. Founded in 1953, the airline had built an excellent reputation operating inclusive-tour charters, scheduled services and ad hoc flights across Europe. Its fleet of Comets, HS.748s, One-Elevens, 727s and later 737s became a familiar sight at British regional airports throughout the 1970s and 1980s. Although the airline continued to grow following the accident, Flight 1008 remained its worst-ever disaster involving fare-paying passengers. Dan-Air would eventually be acquired by British Airways in 1992, bringing one of Britain’s best-loved independent airlines to an end. Remembering Flight 1008 Dan Air 1008 Memorial in Manchester. Plucas58, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons Today, more than four decades later, Flight 1008 is sometimes overshadowed by the far more widely known Tenerife Airport Disaster of 1977, which also occurred at Tenerife North Airport. Yet the accident remains a significant event in British aviation history. It reinforced the importance of clearly published instrument procedures, unambiguous air traffic control phraseology and maintaining safe terrain clearance at all times during instrument approaches. For those who remember seeing Dan-Air’s Boeing 727s arriving at airports around Britain, Flight 1008 also serves as a poignant reminder of an airline that played an important role in UK aviation—and of the 146 people whose holiday ended in tragedy on the slopes of Tenerife. Boeing 727 Special For more content on the classic Boeing 727 trijet airliner, Airport Spotting Premium members have access to the special edition July 2026 magazine packed full of articles and info. For this, and all the other content that comes with a Premium membership, you can sign up here . Title image: clipperarctic, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons
Germany has reached an agreement with the United States to purchase Tomahawk cruise missiles and station them on German territory, Chancellor Friedrich Merz announced on July 9, 2026. Speaking during a government statement to the Bundestag, Merz said the US administration had approved the sale of the long-range missiles, which will be acquired by the German government and deployed in Germany. The two sides reached the agreement on the sidelines of the NATO summit held in Ankara, Turkey, on July 7 and 8, 2026, a gathering that also produced a pooled A400M transport fleet and the selection of the Saab GlobalEye as NATO's future AWACS platform. "With this, we are closing an important strategic gap in our defense, and we will at the same time work on developing European systems and stationing them in Europe," Merz told lawmakers. The announcement came a day after German Defense Minister Boris Pistorius described talks with Washington as progressing, while cautioning on the morning of July 8, 2026, that no results had yet been achieved. From US deployment to German ownership The deal differs from the arrangement outlined in the joint statement signed by then US President Joe Biden and then Chancellor Olaf Scholz on July 10, 2024, under which the US was to begin episodic deployments of SM-6, Tomahawk, and developmental hypersonic weapons in Germany from 2026. That plan, which prompted Moscow to threaten a return to intermediate-range missile production , was shelved in May 2026 when the Pentagon scrapped the planned Long-Range Fires Battalion, citing stockpile shortages following heavy munitions expenditure in the US-Iran conflict. Under the new agreement, the missiles will instead be German-owned and German-operated, placing Berlin alongside the United Kingdom and the Netherlands as European operators of the Raytheon-built weapon, which can strike targets up to 2,500 kilometers (1,550 miles) away. A bridge to European deep strike MBDA's LCM / NCM Mk2 missile displayed at Eurosatory 2026, with the DELUGE long-range teleoperated munition shown above it. (Credit: AeroTime) Merz framed the purchase as an interim measure while Europe builds sovereign long-range capabilities. The chancellor's remarks echo a broader push that saw the UK commit £1.4 billion ($1.9 billion) to the Franco-British-Italian Stratus cruise missile on July 8, 2026, and MBDA present its complete Land Cruise Missile system at Eurosatory 2026 in June 2026. Germany is also participating in the European Long-Range Strike Approach (ELSA) alongside France, Italy, and Poland.
A Turkish Airlines Group subsidiary carrier has signed a lease agreement with BOC Aviation for five brand new Airbus A321neo aircraft. On July 8, 2026, Singapore-based BOC Aviation announced that each of the five A321neos would be placed with AJet from its own orderbook with Airbus . In a statement BOC Aviation said it was "pleased to further strengthen" its long-standing relationship with the Turkish Airlines Group and extend the partnership to its "rapidly growing family member". "These new-generation A321NEO aircraft will complement AJet's existing fleet, enhancing its continued network expansion across Europe, North Africa and the Middle East, and we look forward to supporting its success in the years ahead," Paul Kent, CCO at BOC Aviation said. In December 2025, AJet signed a long-term lease agreement with Dubai Aerospace Enterprise (DAE) to acquire 10 new Boeing 737 MAX 8s. CBD Aviation Earlier that year, Ajet also signed a lease with SMBC Aviation Capital for five Airbus A320neo aircraft. "We are delighted to begin our cooperation with BOC Aviation through this agreement," Kerem Sarp, AJet CEO, said. "As AJet continues its growth journey, the addition of new generation A321NEO aircraft will play an important role in supporting our fleet modernization, network expansion, and sustainability goals." Sarp added: "This agreement represents an important step in our commitment to expanding our network and providing an even better travel experience for our guests." Turkish Airlines-owned AJet launched in 2024 after AnadoluJet was rebranded with a new livery, logo and branding. Over the next 10 years, the low-cost carrier aims to expand its fleet to 200 aircraft and operate flights to 44 countries, covering 42 domestic and 80 international routes. According to ch-aviation , AJet operates 126 aircraft with 64 of those on wet lease. Its fleet includes A321neos, 737-8s, A320-200s and 737-800s. RELATED Airbus cuts passenger aircraft demand projection in latest 20-year forecast
Variants of engine will be used on LMS-192 Osvey and LMS-901 Baikal as well as light trainer. Endurance testing of Russian aerospace firm UZGA's VK-800 engine has commenced, with the powerplant set to run for 150h on a dedicated ground rig. The engine is intended to power at least three aircraft models. These comprise the LMS-901 Baikal utility aircraft, the twin-engined LMS-192 Osvey regional transport — being developed jointly with Belarus — and the UTS-800 light trainer. The engine variants for these models are respectively the VK-800SM, the -800S1 and the -800SP. UZGA says the endurance test commenced "on the eve" of the Innoprom industrial exhibition in Ekaterinburg which opened on 6 July. The company presented the VK-800, which has an output of 806-877hp, as part of its display at the show. UZGA says the engine is being tested at "maximum operating conditions", allowing assessment of stability and reliability. The company adds that flight tests of the UTS-800 will "soon begin". The single-engined aircraft features composite structure, a 'glass cockpit', and lightweight ejection seats. Development prospects for light aviation was discussed during a forum at the Innoprom event. Federal air transport regulator Rosaviatsia's chief, Dmitry Yadrov, stated that the Baikal aircraft is expected to secure certification next year with the Osvey following at the end of 2029. He says domestic operators are requesting 127 such aircraft by 2035. The Baikal is intended to replace the Soviet-era Antonov An-2, but Yadrov highlighted the need to preserve the An-2 fleet "until a fully-fledged production replacement becomes available". He says a new type certificate for the An-2 was recently signed, enabling assignment of responsibility for the type's support and modernisation — including engine upgrades — to the Siberian aviation research institute SibNIA. The An-2 remains a "vital element of transport accessibility", adds Yadrov. United Aircraft chief Vadim Badekha, during the forum, stated that the aerospace firm was ready to establish partnerships for projects in the light aviation sector, and offer production sites such as its Sokol plant in Nizhny Novgorod. "We understand perfectly well that entering a large, serious, and extensive production requires significant investment," he said. "We have established the necessary capacity. And we are ready to provide this capacity, including for the launch of a major series of light aircraft."
A Turkish Airlines Group subsidiary carrier has signed a lease agreement with BOC Aviation for five brand new Airbus A321neo aircraft. On July 8, 2026, Singapore-based BOC Aviation announced that each of the five A321neos would be placed with AJet from its own orderbook with Airbus . In a statement BOC Aviation said it was "pleased to further strengthen" its long-standing relationship with the Turkish Airlines Group and extend the partnership to its "rapidly growing family member". "These new-generation A321NEO aircraft will complement AJet's existing fleet, enhancing its continued network expansion across Europe, North Africa and the Middle East, and we look forward to supporting its success in the years ahead," Paul Kent, CCO at BOC Aviation said. In December 2025, AJet signed a long-term lease agreement with Dubai Aerospace Enterprise (DAE) to acquire 10 new Boeing 737 MAX 8s. CBD Aviation Earlier that year, Ajet also signed a lease with SMBC Aviation Capital for five Airbus A320neo aircraft. "We are delighted to begin our cooperation with BOC Aviation through this agreement," Kerem Sarp, AJet CEO, said. "As AJet continues its growth journey, the addition of new generation A321NEO aircraft will play an important role in supporting our fleet modernization, network expansion, and sustainability goals." Sarp added: "This agreement represents an important step in our commitment to expanding our network and providing an even better travel experience for our guests." Turkish Airlines-owned AJet launched in 2024 after AnadoluJet was rebranded with a new livery, logo and branding. Over the next 10 years, the low-cost carrier aims to expand its fleet to 200 aircraft and operate flights to 44 countries, covering 42 domestic and 80 international routes. According to ch-aviation , AJet operates 126 aircraft with 64 of those on wet lease. Its fleet includes A321neos, 737-8s, A320-200s and 737-800s. RELATED Airbus cuts passenger aircraft demand projection in latest 20-year forecast
Starting Wednesday, customers can select a lower-priced, no-frills rate for Delta First, Delta Premium Select, and Delta One.
Operators flying to Canada should be aware of Transport Canada's new guidance on managing interference risk between 5G signals and aircraft radio altimeters.
The Bombardier Global 8000 is the fastest civil jet since Concorde, combining Mach 0.95 speed, 8,000-nm range, and record-setting performance.
Private jet charter rates range from $2,000 to more than $20,000 per hour, but taxes, fees, discounts, and passenger count determine the true costs.
In 2011 Interjet was Mexico's third-largest airline by passengers and was looking for a regional aircraft to support its domestic network. The obvious candidates were from Bombardier and Embraer but the carrier instead signed for 30 Sukhoi Superjet 100s! The financial logic was understandable at the time. However, this would be a fatal decision for Interjet, as it would be a major factor in the airline's downfall.Full article: https://simpleflying.com/why-22-russian-built-jets-have-sat-rotting-at-mexican-airports-since-2020/
Pilots accepted intersection departure for Max 8 but did not update flight-management computer. UK investigators have determined that the crew of a Boeing 737 Max 8 did not update performance data after switching from a planned full-length runway take-off to an intersection departure. The crew of the Ascend Airways jet (G-CRUX) had informed London Luton air traffic control that they could accept a departure from intersection A of runway 25. But the pilots, who had originally intended a full-length take-off, failed to verify that the revised V-speed data had been correctly entered into flight-management computer. This resulted in a lower thrust setting than required. Flight-data analysis revealed that the maximum thrust during the take-off roll was 82.1% rather than the 85.2% needed. Available runway distance from intersection A was 1,771m — some 345m less than the full length. Owing to the low thrust, the take-off roll was "long", says the Air Accidents Investigation Branch, and the aircraft lifted off just 162m from the runway end — crossing it at a height of just 13ft. According to the inquiry the subsequent climb was "slow" and "very shallow". Air traffic control information stated that the aircraft appeared on radar to be climbing through 900ft about 0.8nm from the airport. "Under normal circumstances the aircraft would appear much closer to the airfield at that height," the inquiry says. It points out that an engine failure or loss of thrust during the take-off roll could potentially have resulted in an overrun. None of the 162 passengers and six crew members was injured during the occurrence on 22 April last year. Ascend Airways' UK division ceased operations in April this year.
Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today's Top Pick at FLYINGMag.com daily. Today's Top Pick is a 2021 Cirrus SF50 G2+ Pilots who routinely use their light aircraft for family transport know the value of providing a smooth, comfortable, airline-style experience for passengers. Let's add "uneventful" to the description, because passengers generally do not like surprises when flying—no steep turns, abrupt changes in altitude, or unstabilized approaches. An air stair entry helps the SF50 feel like a small airliner. [Credit: Aerista] The Cirrus SF50, with intuitive, pilot-friendly systems, pressurized cabin, and 300 ktas cruise speed, could be an ideal vehicle for enjoyable, efficient cross-country travel. Like other Cirrus aircraft, the Vision Jet has a built-in airframe parachute for deployment in emergencies such as engine failures or loss of control. It is also equipped with the Safe Return Emergency Autoland system, which enables passengers to initiate an automated landing in cases of pilot incapacitation. Perhaps the most attractive feature of the aircraft for sale today is its availability. Buyers often wait a year or more for delivery after ordering a new Vision Jet, but used models generally are ready for shoppers to acquire right away. The prospect of getting airborne in a new-to-you light jet without a long wait makes this example especially attractive. This 2021 Cirrus Vision Jet has 615 hours on its airframe and engine since new. The aircraft is equipped for flight into known icing conditions. It is also equipped with air conditioning, extended baggage, compartment, stick shaker and pusher system for stall avoidance, custom Xi interior and exterior, seating for seven, and USB ports. The SF50’s distinctive V-tail design stands out on the ramp. [Credit: Aerista] The panel features Perspective Touch+ by Garmin avionics with 14-inch high-resolution displays for PFD and MFD, digital audio panel, dual WAAS GPS/Nav/Coms, enhanced data logging, ADS-B In and Out, ADS-B traffic and weather, terrain and obstacle awareness, dual AHRS, and a three-axis digital autopilot Pilots interested in stepping up to the speed, payload and pressurized cabin comfort of a jet should consider this 2021 Cirrus SF50 G2+ Vision Jet, which is available for $2.9 million on AircraftForSale. If you're interested in financing, you can do so with FLYING Finance. Use our airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com . FLYING Magazine: We Fly: Cirrus Vision Jet G2+ FLYING Magazine: Cirrus Vision Jet Gets Auto Radar, Cirrus IQ FLYING Magazine: Cirrus Vision Jet Gains FAA Type Certification FLYING Magazine: Cirrus Vision Jet Wins Collier Trophy Plane + Pilot : 2019 Planes of the Year: Cirrus SF50 Vision Jet G2 And Piper 100 Plane + Pilot : Going Direct: Why the Cirrus SF50 Vision Jet Matters AVweb: Cirrus SF50 VisionJet: Fast Track to Production The Aviation Consumer: Cirrus Vision Jet G2: Higher, Quieter, Safer
On 25 April 1980, tragedy struck one of Britain’s best-known independent airlines when a Dan-Air London Boeing 727 crashed into a mountainside while approaching Tenerife in the Canary Islands. The loss of Flight 1008 claimed the lives of all 146 passengers and crew on board, making it the deadliest accident in Dan-Air’s history and one of the worst aviation disasters involving a British airline at the time. A Holiday Flight to Tenerife The accident aircraft. Photo: Rob Hodgkins Dan-Air Flight 1008 was a charter service from Manchester to Tenerife North Airport (then known as Los Rodeos), carrying 138 holidaymakers and eight crew aboard a Boeing 727-46 registered G-BDAN. Built in 1966, the trijet had joined Dan-Air’s fleet in 1974 after earlier service in the United States. By 1980 it had accumulated more than 30,000 flying hours and was one of several Boeing 727s that had joined the airline. The flight across the Bay of Biscay and into the Canary Islands was routine. Weather around Tenerife, however, was less forgiving. Low cloud obscured the mountainous interior of the island, requiring aircraft to rely entirely on instrument procedures during their approach. Confusion During the Approach As Flight 1008 neared Tenerife North, it was sequenced behind a slower Iberia aircraft. Air traffic control instructed the Dan-Air crew to enter a holding pattern near the airport before commencing their approach. The problem was that this was not one of the published holding procedures available on the crew’s approach charts. Although the instructions were acknowledged, ambiguity over exactly how the hold should be flown soon led to a fatal navigational error. Instead of remaining clear of the island’s mountainous terrain, the Boeing 727 drifted towards high ground while descending. Unaware of the developing danger, the aircraft continued descending after being cleared to 5,000 feet—an altitude that was safe for the intended procedure, but not for the path the aircraft had actually taken. A Desperate Final Attempt Moments later, the Ground Proximity Warning System (GPWS) sounded, warning the crew that terrain lay directly ahead. The pilots immediately applied full power and attempted to climb away from danger. However, believing they were in a different position to where they actually were, the captain initiated a steep right turn. At 13:21 local time, the Boeing 727 struck the forested slopes of Mount La Esperanza while still in cloud. The aircraft broke apart on impact and was destroyed. There were no survivors. What Caused the Crash? The official Spanish investigation concluded that the accident was a classic example of Controlled Flight Into Terrain (CFIT), where an aircraft under full control is inadvertently flown into the ground. Investigators determined that the flight crew had incorrectly interpreted the unpublished holding procedure and descended into an area where the minimum safe altitude was far higher than the altitude they had been cleared to fly. However, the subsequent British conclusion to the investigation painted a more complex picture. It found that the instructions issued by air traffic control had been ambiguous and that the unpublished holding pattern itself was unsuitable for a Boeing 727 to fly accurately. The report also concluded that the aircraft should never have been cleared below 7,000 feet while operating in that area, noting that the assigned altitude of 5,000 feet left no safe terrain clearance. Rather than blaming a single error, the investigation highlighted how misunderstandings, unclear procedures and inadequate terrain protection combined to produce a catastrophe. Dan-Air’s Darkest Day The accident was a devastating blow for Dan-Air London. Founded in 1953, the airline had built an excellent reputation operating inclusive-tour charters, scheduled services and ad hoc flights across Europe. Its fleet of Comets, HS.748s, One-Elevens, 727s and later 737s became a familiar sight at British regional airports throughout the 1970s and 1980s. Although the airline continued to grow following the accident, Flight 1008 remained its worst-ever disaster involving fare-paying passengers. Dan-Air would eventually be acquired by British Airways in 1992, bringing one of Britain’s best-loved independent airlines to an end. Remembering Flight 1008 Dan Air 1008 Memorial in Manchester. Plucas58, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons Today, more than four decades later, Flight 1008 is sometimes overshadowed by the far more widely known Tenerife Airport Disaster of 1977, which also occurred at Tenerife North Airport. Yet the accident remains a significant event in British aviation history. It reinforced the importance of clearly published instrument procedures, unambiguous air traffic control phraseology and maintaining safe terrain clearance at all times during instrument approaches. For those who remember seeing Dan-Air’s Boeing 727s arriving at airports around Britain, Flight 1008 also serves as a poignant reminder of an airline that played an important role in UK aviation—and of the 146 people whose holiday ended in tragedy on the slopes of Tenerife. Boeing 727 Special For more content on the classic Boeing 727 trijet airliner, Airport Spotting Premium members have access to the special edition July 2026 magazine packed full of articles and info. For this, and all the other content that comes with a Premium membership, you can sign up here . Title image: clipperarctic, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons
By Bernie Wunder, EAA 128167/AMA 984592 EAA developed a program called Young Eagles Build and Fly (YE B&F) to keep youths involved in aviation after a Young Eagles flight. The idea was that the EAA chapter would team up with the local Academy of Model Aeronautics (AMA) club to build and then actually fly a […]
Many pilots who rent or borrow aircraft assume that the FBO, flight school, or aircraft owner's insurance will protect them if something goes wrong. Unfortunately, that is not always the case.
Many pilots who rent or borrow aircraft assume that the FBO, flight school, or aircraft owner's insurance will protect them if something goes wrong. Unfortunately, that is not always the case.
German engine systems specialist marks official opening with induction of first Leap-1B. MTU Aero Engines is probably best known for its ties to Pratt & Whitney, as a risk-share partner on the International Aero Engines V2500 and its successor, the Geared Turbofan (GTF). The German company holds up to an 18% share in the GTF, depending on the variant, with responsibility for the low-pressure turbine and first four stages of the high-pressure compressor. However, on the maintenance, repair and overhaul side – from which MTU derives more than two-thirds of its revenues – much of the recent focus has been on the RTX subsidiary's competitor, CFM International. MTU has been ramping up its presence in the CFM aftermarket as well as looking to boost its capabilities with GE Aerospace, which owns CFM alongside France’s Safran Aircraft Engines. The Munich-based company on 8 July officially unveiled its expanded Fort Worth MRO hub after a $120 million investment, and announced the induction of the Texas operation's first CFM Leap engine, a -1B for long-standing customer Brazilian airline GOL. Munich-based MTU describes the 43,000sq m (463,000sq ft) facility as its North American flagship. Fort Worth is one of eight global sites and the only one in the MTU network awarded "Premier" status by CFM – the engine maker's highest level of approval. The licence allows MTU to carry out a range of maintenance services including full overhauls and in-house repairs on Leap and CFM56 engines. MTU hopes to shortly induct at Fort Worth its first Leap-1A – the version of the engine for the Airbus A320neo family, although it will not give details on customer discussions. It expects the global Leap market to be three times as big as that for the CFM56, peaking at some 8,000 shop visits a year by 2045. MTU also plans to extend its authorisations there by 2029 to the GE Aerospace GEnx, which vies with the Rolls-Royce Trent 1000 to power the Boeing 787. "As one of the world's leading engine MRO providers, we are systematically expanding our global footprint," says chief executive Johannes Bussmann, a former Lufthansa Technik head who took over from Lars Wagner in September. "Fort Worth will be a cornerstone of our strategy to support next-generation engine programmes at scale." MRO is the fastest growing segment for MTU – with shop visits split roughly two-thirds in favour of the V2500/GTF and one third CFM/GE. However, in terms of workload value the balance shifts more towards 50/50 because MTU carries out complex repairs on GE engines, such as the turbine centre frame on the GEnx. The company – which also has MRO operations in Hanover and Berlin, Germany, and Zhuhai in China as well as Serbia, Canada, and Poland – claims to be the number two engine aftermarket service provider by shop visits, with an annual tally of more than 1,400, and to have the broadest portfolio of manufacturer authorisations in the market, with more than 30 types. The ongoing durability issues with the GTF have boosted demand for its services, with the engine accounting for about 40% of its commercial maintenance revenues last year, according to MTU's annual report. The V2500 as well as the GE GE90 and CF6-80 were also significant contributors to its MRO turnover. Military muscle While civil engines dominate at MTU, military activities remain vital. As Germany's propulsion champion it contributed to the development of the powerplants for the Airbus Defence & Space A400M and Eurofighter Typhoon among others, and continues to build elements of the engines. However, the recent cancellation of the Franco-German-Spanish New Generation Fighter (NGF) dealt the defence side of the business a blow. Bussmann said at June's ILA show in Berlin that the company was ready to "move on" and work with any European partners on an engine for one or more sixth-generation combat aircraft, which he insists Berlin and Europe needs to maintain sovereignty and industrial and technological capabilities in defence. MTU had been collaborating with Safran on NGF, part of the wider Future Combat Air System (FCAS) project. He insisted work done by the European Military Engine Team, formed by MTU and Safran in 2021, was not wasted because valuable intellectual property would be retained. A partnership with Rolls-Royce, part of the Global Combat Aircraft Programme (GCAP) between Italy, Japan and the UK, is one possibility, but any progress will be down to largely to politicians rather than industry, admits Bussmann. MTU has also expanded its portfolio into the fast-emerging area of small turbojet engines for military uncrewed air vehicles, acquiring in April Cologne-based start-up AeroDesignWorks. The company, a 2011 spin-out from the DLR German aerospace research centre, was specialising in gas turbines with a thrust of around 90lbf (400N). It was part of a decision by MTU, which had already in 2023 bought electric motor supplier eMoSys, to "enlarge our product portfolio in the UAV sector", says Bussmann. "Our strategy is to build a family of engines for drones and to be a major provider of this technology in Europe." Additionally, MTU is keeping its hand in when it comes to future sustainable advances. In early July it announced a joint venture with Airbus to develop and commercialise a "revolutionary" hydrogen fuel cell powertrain – following a memorandum of understanding signed at last year's Paris air show.
The Northrop B-2 Spirit is not designed for comfort; it is designed survive the first night of war. It is designed to be one of the first aircraft to kick in the proverbial door and carry out some of the operation's opening strikes. Unlike other bombers in service with the US, Russia, and China, it is able to penetrate enemy air defenses. To avoid the risk of being struck on the ground and to maximize surprise and uncertainty, these bombers often take off directly from their home base at Whiteman AFB, Missouri.
Germany has reached an agreement with the United States to purchase Tomahawk cruise missiles and station them on German territory, Chancellor Friedrich Merz announced on July 9, 2026. Speaking during a government statement to the Bundestag, Merz said the US administration had approved the sale of the long-range missiles, which will be acquired by the German government and deployed in Germany. The two sides reached the agreement on the sidelines of the NATO summit held in Ankara, Turkey, on July 7 and 8, 2026, a gathering that also produced a pooled A400M transport fleet and the selection of the Saab GlobalEye as NATO's future AWACS platform. "With this, we are closing an important strategic gap in our defense, and we will at the same time work on developing European systems and stationing them in Europe," Merz told lawmakers. The announcement came a day after German Defense Minister Boris Pistorius described talks with Washington as progressing, while cautioning on the morning of July 8, 2026, that no results had yet been achieved. From US deployment to German ownership The deal differs from the arrangement outlined in the joint statement signed by then US President Joe Biden and then Chancellor Olaf Scholz on July 10, 2024, under which the US was to begin episodic deployments of SM-6, Tomahawk, and developmental hypersonic weapons in Germany from 2026. That plan, which prompted Moscow to threaten a return to intermediate-range missile production , was shelved in May 2026 when the Pentagon scrapped the planned Long-Range Fires Battalion, citing stockpile shortages following heavy munitions expenditure in the US-Iran conflict. Under the new agreement, the missiles will instead be German-owned and German-operated, placing Berlin alongside the United Kingdom and the Netherlands as European operators of the Raytheon-built weapon, which can strike targets up to 2,500 kilometers (1,550 miles) away. A bridge to European deep strike MBDA's LCM / NCM Mk2 missile displayed at Eurosatory 2026, with the DELUGE long-range teleoperated munition shown above it. (Credit: AeroTime) Merz framed the purchase as an interim measure while Europe builds sovereign long-range capabilities. The chancellor's remarks echo a broader push that saw the UK commit £1.4 billion ($1.9 billion) to the Franco-British-Italian Stratus cruise missile on July 8, 2026, and MBDA present its complete Land Cruise Missile system at Eurosatory 2026 in June 2026. Germany is also participating in the European Long-Range Strike Approach (ELSA) alongside France, Italy, and Poland.
