Your daily aviation briefing
Airline news, business aviation, aviation safety, the tech shaping the industry, and more — the news that matters to you, all day long.
United cardmembers are seeing unusually good Polaris business class award space between Newark and Los Angeles or San Francisco for just 27,000 miles. These premium cross-country awards can include Polaris Lounge access before departure and on arrival, making the deal much better than the mileage price alone suggests.
For decades, the large purpose-built freighter market was one of the safest corners of the commercial aviation industry for Boeing . The 747 Freighter became synonymous with global air cargo, while the 777F established itself as the dominant modern widebody freighter. Airbus, by comparison, struggled to translate its strength in passenger aircraft into a meaningful share of the dedicated cargo market.
The Japanese Self-Defense Forces are one of the founding partners under the trilateral Global Combat Air Program. Managed collectively through the EdgeWing Consortium, Japan has partnered with the United Kingdom and Italy to build a sixth-generation stealth fighter jet based on the template of the BAE Systems 'Tempest.' This aircraft will be the first fighter jet airframe in the nation's history developed independently of any of the aerospace manufacturers of the United States.
Brazilian probe finds strained resources and pressure to meet flight schedules meant aircraft were knowingly operated in degraded condition. Pressure to ensure continuous aircraft availability despite limited maintenance resources led to poor discipline at Brazilian carrier Voepass, with technical faults left unrecorded and unresolved, investigators have disclosed. Investigation authority CENIPA has highlighted the failure to record an airframe de-icing malfunction in the Voepass ATR 72-500 which fatally stalled as a result of ice accumulation on 9 August 2024. The aircraft was dispatched without restrictions imposed by the minimum equipment list being recorded. Despite the malfunction the ATR was flown through icing conditions on its service from Cascavel to Sao Paulo Guarulhos, entering a flat spin over Vinhedo from which it did not recover. CENIPA has detailed a pervasive, and normalised, culture of deviation from rigorous maintenance practices arising from limited resources – particularly at secondary bases – and the pressure to avoid disruption to aircraft schedules. This even went as far as recording malfunctions as having been resolved, without corrective work being performed, in order to release an aircraft to operation without minimum equipment list restrictions. When the system malfunctioned on a subsequent flight, says CENIPA, it would again be recorded in the technical logbook, thereby "establishing a new rectification deadline". "This conduct resulted in the successive renewal of the [minimum equipment list] item without effective correction of the malfunction, masking its chronic nature and postponing its definitive resolution," it adds. "There was also the practice of replacing an inoperative component with another known to be malfunctioning and dispatching the aircraft for flight." This would similarly enable a new malfunction entry, and continuation of operation based on the minimum equipment list. ‘Superficial manner’ CENIPA says mechanics usually had only a few hours, during night-shift periods, to perform corrective maintenance – especially complex tasks – on aircraft which were scheduled to operate flights the following morning. "The pressure placed on mechanics to expedite the release of aircraft conflicted with the lack of time available for troubleshooting and resolving failures reported in the [logbook]," says the inquiry, "thereby contributing to the performance of maintenance tasks in a superficial manner." CENIPA says maintenance of the de-icing system boots was conducted exclusively at the company's main base at Ribeirao Preto. Despite evidence of airframe de-icing system faults on immediately preceding flights, there was "no record" of such malfunctions in the logbook, it adds. The aircraft was dispatched on its flight to Sao Paulo, under the conditions of the minimum equipment list, with 10 inoperative items – but the airframe de-icing system was not among them. CENIPA's inquiry learned of maintenance problems including qualified personnel shortages, exhausting work schedules, and fatigue, contributing to a "climate of pressure" on mechanics. "At the secondary bases, since the infrastructure was limited, there was an 'operational standard' focused on releasing aircraft with inoperative items dispatched under the [minimum equipment list], with the expectation that definitive resolution of the malfunction would occur when the aircraft returned to the main base," it says. While this model did not, itself, amount to non-compliance with requirements, it led to situations in which deadlines expired with faults remaining unresolved. "In practical terms, these combined actions resulted in aircraft being operated under knowingly degraded conditions, exceeding the time limits established by the regulations in force," says the inquiry. Pressure on pilots CENIPA adds that there was a "culture" among flight crews of not recording malfunctions in the logbook. "It was possible to ascertain that these patterns of deviation were encouraged by the company and directed toward the pilots," it adds. "This informal process constituted a form of pressure on pilots in command, aimed at avoiding the recording of discrepancies that could result in the prolonged unavailability of the aircraft for flight due to the need to correct the reported failures." Problems with the de-icing system, which had been perceived by several crews prior to the accident, were a "clear example" of this absence of formal reporting, it adds. "This conduct evidenced the normalisation of operational deviations in the face of recurrent failures," it says. "This behaviour generated a recurring pattern of verbal communications between pilots and mechanics without proper technical recording." None of the 58 passengers and four crew members survived the crash. Voepass was grounded last year . ATR has responded to the inquiry's conclusions, stating that the accident "further demonstrates that adherence to maintenance, operational procedures and training are essential to prevent re-occurrence". "Flight safety is the primary responsibility of the commercial aviation system and all its stakeholders," it says.
Leisure carrier had previously indicated it would use CFM engines for entire order. UK leisure carrier Jet2 has confirmed it will stick with the CFM International Leap-1A engine for the remainder of its Airbus A321neo fleet . The airline has selected the powerplant for a further 54 aircraft, meaning all 146 of the type ordered by the carrier – plus a handful of leased airframes – will have Leap engines. Jet2's agreement was disclosed during the Farnborough air show. While the airline had previously selected the Leap for up to 146 A321neos through two agreements, these only covered 98 firm aircraft. The airline expects to operate 31 owned and leased A321neos this summer season, as part of its overall fleet of nearly 140 aircraft. "With all our new aircraft now confirmed with Leap engines, we are fully committed to CFM to provide the best customer experience," says chief executive Steve Heapy. Jet2 operates leisure services from 14 bases in the UK, including two in Scotland and one in Northern Ireland.
A startup says it pitched Emirates on a passenger meal-preorder platform, shared confidential implementation details, and then watched the airline launch its own business class preorder system. A new lawsuit claims Emirates stole the technology.
None of the 11 occupants survived the loss-of-control accident near Nancy. French investigators have indicated that smoke was observed by skydivers in the cabin of a Pilatus PC-6 during take-off before the aircraft stalled, rolled to the left, and crashed. Neither the pilot nor the 10 skydivers on board survived the accident at Tomblaine , near Nancy, on 28 June. Examination of the instrument panel suggests it was "highly probable" that warning lights for engine oil contamination by metallic particles, fuel filter clogging, and minimum propeller pitch were illuminated at the time of impact. "Analysis is continuing to determine whether these warning lights activated before or after the loss of control," says French investigation authority BEA. Reconstruction of the flightpath has largely relied on witness and surveillance video from the ground, as well as the Garmin GI-275 electronic flight display and cameras carried by the skydivers. BEA says that, during the take-off roll, an instructor in the rear remarked, "It's smoking." The pilot did not appear to hear this comment, while another instructor in the centre of the cabin also exclaimed, "There's smoke," while pointing to an area near the floor. BEA says the instructors agreed to ventilate the cabin by partly opening the side door. Spectral analysis of audio indicates the gas generator speed of the single Pratt & Whitney PT6A-27 turboprop was initially stable at 96% of maximum. But unlike the five previous flights that day, the speed then fell by 10% and remained at this reduced level. "At this stage of the investigation, it has not been determined whether this decrease was intentional or involuntary," says BEA. Rotation occurred at about 60kt and the aircraft reached 73kt some 2s after the fall in engine speed. The aircraft's airspeed began declining, while its pitch "sharply" increased, and it rolled initially to the right and then the left. Pitch attitude rose to 19° nose-up and the left roll exceeded 20°, while the airspeed fell to 55kt. BEA says the stall speed at take-off configuration would have been 53kt, rising to 57kt at 30° bank. "Control of the aircraft was lost shortly afterwards," says the inquiry, stating that the PC-6 stalled asymmetrically and lost height at about 200ft. It crashed 200m off the end of runway 21, and 150m to the left of its centreline. Pratt & Whitney is examining the engine. Fuel samples from the airport revealed no anomalies. None of the skydivers was carrying smoke grenades or phones, and the only phone recovered – probably the pilot's – showed no sign of thermal runaway. Neither was there evidence of overheating or abnormality in the aircraft's electrical system, nor signs of an automatic pyrotechnic charge detonation. BEA adds that the aircraft's mass and centre-of-gravity were within limits and no movement of the occupants was observed prior to the loss of control. It has yet to reach conclusions on the cause of the accident.
United cardmembers are seeing unusually good Polaris business class award space between Newark and Los Angeles or San Francisco for just 27,000 miles. These premium cross-country awards can include Polaris Lounge access before departure and on arrival, making the deal much better than the mileage price alone suggests.
Business class fares continue to climb, and a growing number of travelers are looking for a smarter way to cross oceans without draining their travel budgets. Standard economy is often seen as a test of endurance, but the gap between the back and the executive cabin has closed dramatically. A select group of international carriers has elevated their mid-cabin offerings so effectively that passengers find themselves questioning the necessity of a five-figure business class ticket.
A Southwest Airlines flight attendant has been arrested by ICE agents for allegedly overstaying his visa. Lorenzo Thompson was arrested by federal immigration authorities earlier on July 14 in Nashville . Thompson is a Jamaican citizen and entered the US on April 17, 2021, on a visa that expired in October later that year.
Chartering aircraft has been a popular alternative to commercial air travel since the end of World War II, according to Business Aircraft Center. The introduction of the Learjet 23 in 1963 further cemented charter aircraft operations as a mainstay in the corporate aviation landscape. Several manufacturers from the 1960s onward began to produce their own variants, to grow the business aviation landscape as it stands today. Companies such as Bombardier, Dassault Falcon , Gulfstream, Embraer , and Textron are some of the most common corporate jet manufacturers in the industry today.
For years, small communities occupied a unique place in Delta Air Lines' network. Travelers from cities served by the 50-seat Bombardier CRJ200 often accepted cramped cabins, limited amenities, and frequent connections because loyalty delivered tangible rewards. Frequent regional flyers accumulated Medallion status through repeated trips, received complimentary upgrades on connecting flights, and benefited from priority treatment during disruptions. That long-standing tradeoff has now been disrupted by two major changes that arrived almost simultaneously. Delta retired its CRJ200 fleet in late 2023, replacing the aircraft with larger dual-class regional jets such as the CRJ700, CRJ900, Embraer E175, and eventually the CRJ550. Although several CRJ200s briefly returned during the summer of 2024 to cover temporary fleet shortages, the airline's long-term strategy remains centered on fewer, fuller aircraft that offer a more premium onboard experience. At nearly the same time, Delta overhauled its SkyMiles Medallion program by making Medallion Qualification Dollars (MQDs) the primary path to elite status, shifting the emphasis from how often customers fly to how much they spend.
Denver-based carrier joins growing list of North American airlines to opt for the SpaceX service. Frontier Airlines is to install SpaceX's Starlink in-flight Wi-Fi service on its entire fleet as part of a programme that will see five Indigo Partners-backed carriers equip more than 1,000 aircraft with the system. European budget carrier Wizz Air, Mexico's Volaris, Latin America's JetSmart and Philippines-based Cebu Pacific will also install Starlink on their aircraft. "Starlink will provide our portfolio airlines with reliable, high-speed connectivity," says Indigo Partners managing partner Bill Franke. A Frontier spokesperson confirms to FlightGlobal that all 183 of the carrier's Airbus A320s and A321s will be equipped with Starlink. The first Starlink-equipped aircraft is scheduled to launch in early 2027. Further details on how long the full roll-out will take are still "to come", adds the spokesperson. Frontier becomes the latest in a string of North American carriers to select SpaceX's low-Earth orbit (LEO) satellite-based in-flight connectivity service . Air Canada, Alaska Airlines, American Airlines, Hawaiian Airlines, Southwest Airlines, United Airlines, WestJet and charter carrier JSX have all opted to install Starlink across their fleets. Delta Air Lines and JetBlue Airways, meanwhile, have both selected Amazon's competing Leo service. Frontier says it will be the first US carrier to offer passengers access to Starlink through "a new service managed directly by Starlink". FlightGlobal has approached SpaceX for more information about this service. Starlink uses a network of LEO satellites to provide low-latency global coverage, including across polar regions. Both Starlink and Amazon Leo have been taking market share from incumbent satellite providers , which have traditionally focused on satellites in geostationary orbit. Those providers are increasingly offering multi-orbit solutions to airlines in response.
British Airways is moving crew out of its layover hotel in the Indian city of Hyderabad after all three pilots of a return flight to London Heathrow suffered violent food poisoning at 35,000 feet, with one pilot becoming so sick that he became “incapacitated” and had to be put on oxygen. The recent incident occurred on British Airways flight BA-276, which is operated by one of the airline’s Boeing 777 workhorses. The flight normally takes 10 hours and requires three pilots so that they can take a rest in special crew rest facilities one at a time. During this particular flight, however, all three pilots started to report classic symptoms of food poisoning. Thankfully, while one was declared incapacitated, the other two pilots were able to safely continue to fly the plane to London, although their condition reportedly deteriorated shortly after arrival. Suspicion as to the cause of the food poisoning wasn’t something they had eaten on the plane, but rather the buffet in the executive lounge of the hotel in Hyderabad, where British Airways puts its crew up for layovers in the city. Initial reports claimed that the pilots had been asked to provide ‘samples’ to enable investigators to determine the cause of their sickness. While the results of those tests haven’t been revealed, this wasn’t the first time that BA’s pilots and cabin crew had allegedly reported food poisoning symptoms after staying at this particular layover hotel. Despite a slew of reports, British Airways had reportedly failed to take action. Following the now viral story of these three pilots, however, we have now learned that immediate steps have been taken by the airline to prevent any further recurrence. British Airways has moved swiftly to move pilots and cabin crew out of the hotel where the alleged food poisoning incidents took place, with the airline now buying up rooms at a luxury Five Star hotel in the heart of Hyderabad’s commercial district. In a statement, a spokesperson for the airline said "the welfare of our colleagues is a top priority, and we are reviewing crew accommodation in this location following some isolated reports of sickness." Despite the fact that one of the pilots was incapacitated, and the other two reported feeling ill during the flight, British Airways insisted that safety was never compromised.
Brazilian probe finds strained resources and pressure to meet flight schedules meant aircraft were knowingly operated in degraded condition. Pressure to ensure continuous aircraft availability despite limited maintenance resources led to poor discipline at Brazilian carrier Voepass, with technical faults left unrecorded and unresolved, investigators have disclosed. Investigation authority CENIPA has highlighted the failure to record an airframe de-icing malfunction in the Voepass ATR 72-500 which fatally stalled as a result of ice accumulation on 9 August 2024. The aircraft was dispatched without restrictions imposed by the minimum equipment list being recorded. Despite the malfunction the ATR was flown through icing conditions on its service from Cascavel to Sao Paulo Guarulhos, entering a flat spin over Vinhedo from which it did not recover. CENIPA has detailed a pervasive, and normalised, culture of deviation from rigorous maintenance practices arising from limited resources – particularly at secondary bases – and the pressure to avoid disruption to aircraft schedules. This even went as far as recording malfunctions as having been resolved, without corrective work being performed, in order to release an aircraft to operation without minimum equipment list restrictions. When the system malfunctioned on a subsequent flight, says CENIPA, it would again be recorded in the technical logbook, thereby "establishing a new rectification deadline". "This conduct resulted in the successive renewal of the [minimum equipment list] item without effective correction of the malfunction, masking its chronic nature and postponing its definitive resolution," it adds. "There was also the practice of replacing an inoperative component with another known to be malfunctioning and dispatching the aircraft for flight." This would similarly enable a new malfunction entry, and continuation of operation based on the minimum equipment list. ‘Superficial manner’ CENIPA says mechanics usually had only a few hours, during night-shift periods, to perform corrective maintenance – especially complex tasks – on aircraft which were scheduled to operate flights the following morning. "The pressure placed on mechanics to expedite the release of aircraft conflicted with the lack of time available for troubleshooting and resolving failures reported in the [logbook]," says the inquiry, "thereby contributing to the performance of maintenance tasks in a superficial manner." CENIPA says maintenance of the de-icing system boots was conducted exclusively at the company's main base at Ribeirao Preto. Despite evidence of airframe de-icing system faults on immediately preceding flights, there was "no record" of such malfunctions in the logbook, it adds. The aircraft was dispatched on its flight to Sao Paulo, under the conditions of the minimum equipment list, with 10 inoperative items – but the airframe de-icing system was not among them. CENIPA's inquiry learned of maintenance problems including qualified personnel shortages, exhausting work schedules, and fatigue, contributing to a "climate of pressure" on mechanics. "At the secondary bases, since the infrastructure was limited, there was an 'operational standard' focused on releasing aircraft with inoperative items dispatched under the [minimum equipment list], with the expectation that definitive resolution of the malfunction would occur when the aircraft returned to the main base," it says. While this model did not, itself, amount to non-compliance with requirements, it led to situations in which deadlines expired with faults remaining unresolved. "In practical terms, these combined actions resulted in aircraft being operated under knowingly degraded conditions, exceeding the time limits established by the regulations in force," says the inquiry. Pressure on pilots CENIPA adds that there was a "culture" among flight crews of not recording malfunctions in the logbook. "It was possible to ascertain that these patterns of deviation were encouraged by the company and directed toward the pilots," it adds. "This informal process constituted a form of pressure on pilots in command, aimed at avoiding the recording of discrepancies that could result in the prolonged unavailability of the aircraft for flight due to the need to correct the reported failures." Problems with the de-icing system, which had been perceived by several crews prior to the accident, were a "clear example" of this absence of formal reporting, it adds. "This conduct evidenced the normalisation of operational deviations in the face of recurrent failures," it says. "This behaviour generated a recurring pattern of verbal communications between pilots and mechanics without proper technical recording." None of the 58 passengers and four crew members survived the crash. Voepass was grounded last year . ATR has responded to the inquiry's conclusions, stating that the accident "further demonstrates that adherence to maintenance, operational procedures and training are essential to prevent re-occurrence". "Flight safety is the primary responsibility of the commercial aviation system and all its stakeholders," it says.
None of the 11 occupants survived the loss-of-control accident near Nancy. French investigators have indicated that smoke was observed by skydivers in the cabin of a Pilatus PC-6 during take-off before the aircraft stalled, rolled to the left, and crashed. Neither the pilot nor the 10 skydivers on board survived the accident at Tomblaine , near Nancy, on 28 June. Examination of the instrument panel suggests it was "highly probable" that warning lights for engine oil contamination by metallic particles, fuel filter clogging, and minimum propeller pitch were illuminated at the time of impact. "Analysis is continuing to determine whether these warning lights activated before or after the loss of control," says French investigation authority BEA. Reconstruction of the flightpath has largely relied on witness and surveillance video from the ground, as well as the Garmin GI-275 electronic flight display and cameras carried by the skydivers. BEA says that, during the take-off roll, an instructor in the rear remarked, "It's smoking." The pilot did not appear to hear this comment, while another instructor in the centre of the cabin also exclaimed, "There's smoke," while pointing to an area near the floor. BEA says the instructors agreed to ventilate the cabin by partly opening the side door. Spectral analysis of audio indicates the gas generator speed of the single Pratt & Whitney PT6A-27 turboprop was initially stable at 96% of maximum. But unlike the five previous flights that day, the speed then fell by 10% and remained at this reduced level. "At this stage of the investigation, it has not been determined whether this decrease was intentional or involuntary," says BEA. Rotation occurred at about 60kt and the aircraft reached 73kt some 2s after the fall in engine speed. The aircraft's airspeed began declining, while its pitch "sharply" increased, and it rolled initially to the right and then the left. Pitch attitude rose to 19° nose-up and the left roll exceeded 20°, while the airspeed fell to 55kt. BEA says the stall speed at take-off configuration would have been 53kt, rising to 57kt at 30° bank. "Control of the aircraft was lost shortly afterwards," says the inquiry, stating that the PC-6 stalled asymmetrically and lost height at about 200ft. It crashed 200m off the end of runway 21, and 150m to the left of its centreline. Pratt & Whitney is examining the engine. Fuel samples from the airport revealed no anomalies. None of the skydivers was carrying smoke grenades or phones, and the only phone recovered – probably the pilot's – showed no sign of thermal runaway. Neither was there evidence of overheating or abnormality in the aircraft's electrical system, nor signs of an automatic pyrotechnic charge detonation. BEA adds that the aircraft's mass and centre-of-gravity were within limits and no movement of the occupants was observed prior to the loss of control. It has yet to reach conclusions on the cause of the accident.
Cathay brought together 80 students from Hong Kong and the Chinese mainland on July 15, 2026, for a joint aviation education program in Chengdu, the first time the airline's I Can Fly initiative has combined participants from both regions into one cohort. The program, called I Can Fly Youth Academy, is part of Cathay Pacific's broader I Can Fly initiative, which the airline has run since 2003. Since then, more than 8,800 students have gone through the program, with a number of them going on to build careers in aviation. This year's edition, developed in partnership with the China Soong Ching Ling Foundation, also coincides with Cathay's 80th anniversary. A trip spanning three cities Cathay said that rather than staying in one place, the students will move through Chengdu, Hong Kong, and Adelaide over the course of the program, with each stop built around a different side of the aviation industry. In Chengdu, students are visiting aviation facilities and training institutions, including the AVIC Chengdu Aviation Theme Education Base, the Civil Aviation Flight University of China, and the University of Electronic Science and Technology of China, getting a look at how the aviation sector and its talent pipeline have developed on the mainland. From there, the group heads to Hong Kong, where the focus shifts to how a major international aviation hub actually runs. Visits are planned to Cathay City, the Civil Aviation Department, and Hong Kong Aircraft Engineering Company, covering everything from flight operations and engineering to cabin service. Students who stand out during the program will get an additional opportunity: a trip to Adelaide, Australia, where they'll get international exposure and the chance to meet working aviation professionals. Building connections through aviation The launch ceremony in Chengdu drew a mix of officials and representatives, including China Soong Ching Ling Foundation Secretary-General Chen Hongqu, government officials from Sichuan, and Cathay's Chief Customer and Commercial Officer Lavinia Lau. Lau described the program as central to how the airline approaches youth development, noting that Cathay has watched participants use it over the years to broaden their horizons and pursue new paths. She said extending the academy to Chengdu, and bringing students from both regions together for the first time, marked a meaningful step for the program. Chen echoed that sentiment, framing the collaboration as a way to give young people in Hong Kong and the mainland more chances for cross-cultural exchange through hands-on experience. Part of a broader push The I Can Fly Youth Academy is one piece of a larger set of youth-focused programs Cathay runs, alongside initiatives like Cathay Young Explorers, its Cadet Pilot Training Programme, and the Cathay Hackathon. Together, the airline says, these programs are meant to support aviation education and talent development across Hong Kong and the mainland. The academy also fits into a wider community commitment Cathay has set for the year: an aim to reach 80,000 people in 2026 through programs centered on youth development, sports, and arts and culture. RELATED Cathay Pacific marks first batch of cadet pilots from in-house training program
Every day, the team at Aircraft For Sale chooses an airplane that catches our attention because it is unique, a good deal, or has other qualities we find interesting. You can read Aircraft For Sale: Today's Top Pick at FLYINGMag.com daily. Today's Top Pick is a 2007 Diamond DA40. Standing out in the aviation landscape with its aerodynamically efficient composite construction, the Diamond DA40 has cultivated a stellar reputation as a highly capable and forgiving platform. This 2007 Diamond DA40-FP Diamond Star presents an exceptional opportunity for first-time aircraft owners or flight schools looking to acquire a reliable, economical cross-country machine. The airframe boasts 5,870 hours total time since new (TTSN) and a clean pedigree with no known damage history and completely intact logbooks. Sitting in the pilot's seat reveals an advanced instrument layout centered around a fully integrated Garmin G1000 flight deck, offering phenomenal situational awareness for IFR operations. The dual 10-inch primary and multi-function displays are supported by dual Garmin GIA 63 integrated radio modules, a GRS 77 solid-state AHRS, and a GTX 335R transponder. While configured as a non-WAAS setup without an autopilot, the panel provides an exceptional environment for building genuine stick-and-rudder instrument proficiency. The cockpit is outfitted with several thoughtful utilitarian touches designed for comfort and practicality. The installation of a larger factory-style bubble canopy provides significantly increased headroom, making it ideal for taller pilots or demanding flight school operations. Further cabin refinements include a four-way baggage compartment system, canopy vent window scoops, dual USB power ports, and a convenience package featuring integral cupholders and large-capacity side pockets. 2007 Diamond DA40 [Credit: Aerista] Moving beyond the sleek composite lines, the nose section houses a proven and dependable Lycoming IO-360 powerplant that consistently delivers economical operation and predictable performance. Providing a respectable 829-pound useful load, this aircraft is further enhanced by several valuable upgrades, including a Power Flow tuned exhaust system that maximizes efficiency and a Plane-Power heavy-duty alternator. A pre-installed EZ Heat engine pre-heater ensures the powerplant is protected during cold-weather operations. Underscoring its readiness for immediate flightline duty, the aircraft is backed by a fresh annual inspection recently completed in January 2026. This thorough checkup guarantees mechanical integrity and dispatch reliability right out of the gate, with the ELT inspection not due until May 2027. Listed at $224,900 , this Colorado-based 2007 Diamond DA40-FP Diamond Star provides an affordable and highly attractive pathway into modern composite aircraft ownership. If you're exploring ownership options, FLYING Finance can help get you airborne. Use our airplane loan calculator to estimate your monthly payments, or connect with an aviation finance expert at flyingfinance.com . FLYING Magazine: Diamond's DA40 NG Just Might Be What the General Aviation Market Is Clamoring For FLYING Magazine: Diamond Offers a Year's 'Free Flying' for DA40 Buyers FLYING Magazine: UNSW School of Aviation Expands Diamond Fleet Plane + Pilot : Rediscovering the Diamond DA40 Plane + Pilot : Diamond DA40 XL: Polishing the Diamond Star Plane + Pilot : Diamond Aircraft to Build Electric DA40 Model The Aviation Consumer: Used Aircraft Guide: Diamond DA40 Star The Aviation Consumer : Diamond DA40 Star
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 Japanese Self-Defense Forces are one of the founding partners under the trilateral Global Combat Air Program. Managed collectively through the EdgeWing Consortium, Japan has partnered with the United Kingdom and Italy to build a sixth-generation stealth fighter jet based on the template of the BAE Systems 'Tempest.' This aircraft will be the first fighter jet airframe in the nation's history developed independently of any of the aerospace manufacturers of the United States.
var gform;gform||(document.addEventListener("gform_main_scripts_loaded",function(){gform.scriptsLoaded=!0}),document.addEventListener("gform/theme/scripts_loaded",function(){gform.themeScriptsLoaded=!0}),window.addEventListener("DOMContentLoaded",function(){gform.domLoaded=!0}),gform={domLoaded:!1,scriptsLoaded:!1,themeScriptsLoaded:!1,isFormEditor:()=>"function"==typeof InitializeEditor,callIfLoaded:function(o){return!(!gform.domLoaded||!gform.scriptsLoaded||!gform.themeScriptsLoaded&&!gform.isFormEditor()||(gform.isFormEditor()&&console.warn("The use of gform.initializeOnLoaded() is deprecated in the form editor context and will be removed in Gravity Forms 3.1."),o(),0))},initializeOnLoaded:function(o){gform.callIfLoaded(o)||(document.addEventListener("gform_main_scripts_loaded",()=>{gform.scriptsLoaded=!0,gform.callIfLoaded(o)}),document.addEventListener("gform/theme/scripts_loaded",()=>{gform.themeScriptsLoaded=!0,gform.callIfLoaded(o)}),window.addEventListener("DOMContentLoaded",()=>{gform.domLoaded=!0,gform.callIfLoaded(o)}))},hooks:{action:{},filter:{}},addAction:function(o,r,e,t){gform.addHook("action",o,r,e,t)},addFilter:function(o,r,e,t){gform.addHook("filter",o,r,e,t)},doAction:function(o){gform.doHook("action",o,arguments)},applyFilters:function(o){return gform.doHook("filter",o,arguments)},removeAction:function(o,r){gform.removeHook("action",o,r)},removeFilter:function(o,r,e){gform.removeHook("filter",o,r,e)},addHook:function(o,r,e,t,n){null==gform.hooks[o][r]&&(gform.hooks[o][r]=[]);var d=gform.hooks[o][r];null==n&&(n=r+"_"+d.length),gform.hooks[o][r].push({tag:n,callable:e,priority:t=null==t?10:t})},doHook:function(r,o,e){var t;if(e=Array.prototype.slice.call(e,1),null!=gform.hooks[r][o]&&((o=gform.hooks[r][o]).sort(function(o,r){return o.priority-r.priority}),o.forEach(function(o){"function"!=typeof(t=o.callable)&&(t=window[t]),"action"==r?t.apply(null,e):e[0]=t.apply(null,e)})),"filter"==r)return e[0]},removeHook:function(o,r,t,n){var e;null!=gform.hooks[o][r]&&(e=(e=gform.hooks[o][r]).filter(function(o,r,e){return!!(null!=n&&n!=o.tag||null!=t&&t!=o.priority)}),gform.hooks[o][r]=e)}}); #gform_wrapper_1064[data-form-index="0"].gform-theme,[data-parent-form="1064_0"]{--gf-color-primary: #204ce5;--gf-color-primary-rgb: 32, 76, 229;--gf-color-primary-contrast: #fff;--gf-color-primary-contrast-rgb: 255, 255, 255;--gf-color-primary-darker: #001AB3;--gf-color-primary-lighter: #527EFF;--gf-color-secondary: #fff;--gf-color-secondary-rgb: 255, 255, 255;--gf-color-secondary-contrast: #112337;--gf-color-secondary-contrast-rgb: 17, 35, 55;--gf-color-secondary-darker: #F5F5F5;--gf-color-secondary-lighter: #FFFFFF;--gf-color-out-ctrl-light: rgba(17, 35, 55, 0.1);--gf-color-out-ctrl-light-rgb: 17, 35, 55;--gf-color-out-ctrl-light-darker: rgba(104, 110, 119, 0.35);--gf-color-out-ctrl-light-lighter: #F5F5F5;--gf-color-out-ctrl-dark: #585e6a;--gf-color-out-ctrl-dark-rgb: 88, 94, 106;--gf-color-out-ctrl-dark-darker: #112337;--gf-color-out-ctrl-dark-lighter: rgba(17, 35, 55, 0.65);--gf-color-in-ctrl: #fff;--gf-color-in-ctrl-rgb: 255, 255, 255;--gf-color-in-ctrl-contrast: #112337;--gf-color-in-ctrl-contrast-rgb: 17, 35, 55;--gf-color-in-ctrl-darker: #F5F5F5;--gf-color-in-ctrl-lighter: #FFFFFF;--gf-color-in-ctrl-primary: #204ce5;--gf-color-in-ctrl-primary-rgb: 32, 76, 229;--gf-color-in-ctrl-primary-contrast: #fff;--gf-color-in-ctrl-primary-contrast-rgb: 255, 255, 255;--gf-color-in-ctrl-primary-darker: #001AB3;--gf-color-in-ctrl-primary-lighter: #527EFF;--gf-color-in-ctrl-light: rgba(17, 35, 55, 0.1);--gf-color-in-ctrl-light-rgb: 17, 35, 55;--gf-color-in-ctrl-light-darker: rgba(104, 110, 119, 0.35);--gf-color-in-ctrl-light-lighter: #F5F5F5;--gf-color-in-ctrl-dark: #585e6a;--gf-color-in-ctrl-dark-rgb: 88, 94, 106;--gf-color-in-ctrl-dark-darker: #112337;--gf-color-in-ctrl-dark-lighter: rgba(17, 35, 55, 0.65);--gf-radius: 3px;--gf-font-size-secondary: 14px;--gf-font-size-tertiary: 13px;--gf-icon-ctrl-number: url("data:image/svg+xml,%3Csvg width='8' height='14' viewBox='0 0 8 14' fill='none' xmlns='http://www.w3.org/2000/svg'%3E%3Cpath fill-rule='evenodd' clip-rule='evenodd' d='M4 0C4.26522 5.96046e-08 4.51957 0.105357 4.70711 0.292893L7.70711 3.29289C8.09763 3.68342 8.09763 4.31658 7.70711 4.70711C7.31658 5.09763 6.68342 5.09763 6.29289 4.70711L4 2.41421L1.70711 4.70711C1.31658 5.09763 0.683417 5.09763 0.292893 4.70711C-0.0976311 4.31658 -0.097631 3.68342 0.292893 3.29289L3.29289 0.292893C3.48043 0.105357 3.73478 0 4 0ZM0.292893 9.29289C0.683417 8.90237 1.31658 8.90237 1.70711 9.29289L4 11.5858L6.29289 9.29289C6.68342 8.90237 7.31658 8.90237 7.70711 9.29289C8.09763 9.68342 8.09763 10.3166 7.70711 10.7071L4.70711 13.7071C4.31658 14.0976 3.68342 14.0976 3.29289 13.7071L0.292893 10.7071C-0.0976311 10.3166 -0.0976311 9.68342 0.292893 9.29289Z' fill='rgba(17, 35, 55, 0.65)'/%3E%3C/svg%3E");--gf-icon-ctrl-select: url("data:image/svg+xml,%3Csvg width='10' height='6' viewBox='0 0 10 6' fill='none' xmlns='http://www.w3.org/2000/svg'%3E%3Cpath fill-rule='evenodd' clip-rule='evenodd' d='M0.292893 0.292893C0.683417 -0.097631 1.31658 -0.097631 1.70711 0.292893L5 3.58579L8.29289 0.292893C8.68342 -0.0976311 9.31658 -0.0976311 9.70711 0.292893C10.0976 0.683417 10.0976 1.31658 9.70711 1.70711L5.70711 5.70711C5.31658 6.09763 4.68342 6.09763 4.29289 5.70711L0.292893 1.70711C-0.0976311 1.31658 -0.0976311 0.683418 0.292893 0.292893Z' fill='rgba(17, 35, 55, 0.65)'/%3E%3C/svg%3E");--gf-icon-ctrl-search: url("data:image/svg+xml,%3Csvg width='640' height='640' xmlns='http://www.w3.org/2000/svg'%3E%3Cpath d='M256 128c-70.692 0-128 57.308-128 128 0 70.691 57.308 128 128 128 70.691 0 128-57.309 128-128 0-70.692-57.309-128-128-128zM64 256c0-106.039 85.961-192 192-192s192 85.961 192 192c0 41.466-13.146 79.863-35.498 111.248l154.125 154.125c12.496 12.496 12.496 32.758 0 45.254s-32.758 12.496-45.254 0L367.248 412.502C335.862 434.854 297.467 448 256 448c-106.039 0-192-85.962-192-192z' fill='rgba(17, 35, 55, 0.65)'/%3E%3C/svg%3E");--gf-label-space-y-secondary: var(--gf-label-space-y-md-secondary);--gf-ctrl-border-color: #686e77;--gf-ctrl-size: var(--gf-ctrl-size-md);--gf-ctrl-label-color-primary: #112337;--gf-ctrl-label-color-secondary: #112337;--gf-ctrl-choice-size: var(--gf-ctrl-choice-size-md);--gf-ctrl-checkbox-check-size: var(--gf-ctrl-checkbox-check-size-md);--gf-ctrl-radio-check-size: var(--gf-ctrl-radio-check-size-md);--gf-ctrl-btn-font-size: var(--gf-ctrl-btn-font-size-md);--gf-ctrl-btn-padding-x: var(--gf-ctrl-btn-padding-x-md);--gf-ctrl-btn-size: var(--gf-ctrl-btn-size-md);--gf-ctrl-btn-border-color-secondary: #686e77;--gf-ctrl-file-btn-bg-color-hover: #EBEBEB;--gf-field-img-choice-size: var(--gf-field-img-choice-size-md);--gf-field-img-choice-card-space: var(--gf-field-img-choice-card-space-md);--gf-field-img-choice-check-ind-size: var(--gf-field-img-choice-check-ind-size-md);--gf-field-img-choice-check-ind-icon-size: var(--gf-field-img-choice-check-ind-icon-size-md);--gf-field-pg-steps-number-color: rgba(17, 35, 55, 0.8);} AirVenture 2026 – July 24 X/Twitter This field is for validation purposes and should be left unchanged. Which part of Friday's AirVenture airshow interests you most? The RAF Red Arrows Modern military demonstrations, including the F-35B and F-16 Warbirds, vintage aircraft, and the seaplane showcase I won't attend, but I'll follow the show remotely Δ document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); gform.initializeOnLoaded( function() {gformInitSpinner( 1064, 'https://avweb.com/wp-content/plugins/gravityforms/images/spinner.svg', true );jQuery('#gform_ajax_frame_1064').on('load',function(){var contents = jQuery(this).contents().find('*').html();var is_postback = contents.indexOf('GF_AJAX_POSTBACK') >= 0;if(!is_postback){return;}var form_content = jQuery(this).contents().find('#gform_wrapper_1064');var is_confirmation = jQuery(this).contents().find('#gform_confirmation_wrapper_1064').length > 0;var is_redirect =
Lockheed Martin's second-quarter earnings look much stronger than last year, largely because a set of one-time losses from 2025 didn't repeat this time around. The defense contractor reported second quarter 2026 sales of $20.1 billion, up 11% from $18.2 billion a year earlier, while net earnings jumped to $1.8 billion, or $7.94 per share, compared to just $342 million, or $1.46 per share, in the same quarter last year. Much of that swing traces back to a rough second quarter in 2025, when Lockheed absorbed $1.6 billion in program losses tied to a classified Aeronautics contract and two helicopter programs, Canada's Maritime Helicopter Program and Turkey's Utility Helicopter Program. With those losses behind it, this year's results look considerably stronger by comparison, though the company also saw genuine growth from higher production volumes, particularly on the F-35 program and various missile programs. Cash generation told a similar story. The company brought in $3.2 billion from operations this quarter, compared to just $201 million a year ago, while free cash flow came in at $2.9 billion versus a negative $150 million in the same period last year. A record backlog, and a defining new contract Lockheed's order backlog climbed to a record $230 billion, up from $193.6 billion at the end of 2025. A major driver behind that jump was a $35 billion multi-year contract with the Missile Defense Agency to produce THAAD interceptors, part of what Chairman, President and CEO Jim Taiclet described as a broader effort to modernize how the company builds munitions. "We took a major step forward in transforming munitions production, putting the framework agreements we announced earlier this year into action by signing a $35 billion multi-year contract with the Missile Defense Agency for THAAD," Taiclet said. He also pointed to the company's Sanctum counter-drone system, which went from concept to live-fire testing in just 45 days, combining a battle manager, radar, launcher, and missile into a single system. Taiclet added that Lockheed is also investing in expanding its manufacturing base, citing a collaboration with General Motors Defense in the US and an agreement with Rheinmetall to co-produce ATACMS missiles in Europe. How the different divisions performed Lockheed's four business segments, Aeronautics, Missiles and Fire Control, Rotary and Mission Systems, and Space, all posted sales growth this quarter, though the size of that growth varied. Missiles and Fire Control saw the steepest increase, with sales up 19% to $4.1 billion, driven largely by production increases on the PAC-3 and THAAD missile defense programs, along with the Precision Strike Missile program. Aeronautics grew 9% to $8.1 billion, helped by higher volume on F-35 production contracts, while Rotary and Mission Systems also grew 9%, to $4.4 billion, and Space grew 6% to $3.5 billion. Aircraft deliveries told a more mixed story. Lockheed delivered 19 F-35 jets during the quarter, down sharply from 50 a year earlier, while C-130J deliveries rose to seven from just one. Government helicopter program deliveries slipped slightly to 16, from 24 a year ago. Raising the outlook for the rest of the year Lockheed said the strength of its second quarter gave it enough confidence to raise its full-year financial guidance. The company now expects sales growth of approximately 8% for 2026, along with a 28% increase in segment operating profit and free cash flow projected to exceed $7 billion, up from earlier guidance. Taiclet tied the improved outlook directly to the company's broader strategy. "This continued performance reflects more than just increased customer demand – it is evidence that our 21st Century Security strategy, and its focus on integration, partnerships and operational excellence is working," he said, adding that the results give the company "confidence to raise our full year financial guidance."
