January 1, 2025- No. 01 In This Issue : Companies Driving Innovation for US Army Aviation Safety : Delta’s 100-Year Celebration Overlooks This Key Detail: The Airline Started in 1926 : Report claims FAA ignores most whistleblower complaints : A flight attendant has died after the cabin of the plane he was working on filled with smoke (Updated report) : News - Accelerating Change: HIANG Airmen Redesign Aircraft Maintenance Stands for F-22 : Aviation & Airports: Taking Flight To Growth : Aviation Maintenance: A Critical Vulnerability in the Marine Corps : Autonomous Avionics: How the Airbus A350-1000 Is Setting New Standards in the Cockpit Today's Photo Companies Driving Innovation for US Army Aviation Safety KULR Technology Group has announced a collaboration with the U.S. Army to evaluate its KULR VIBE system for vibration reduction on AH-64E Apache and UH-60 Black Hawk helicopters. The 12-month study, starting in 2025 at McEntire Joint National Guard Base, aims to assess the system's potential in enhancing operational efficiency and safety. The US military aircraft market is projected to grow from $18.26 billion in 2024 to $29.27 billion by 2034, with a CAGR of 4.81%. KULR's previous success includes work with the U.S. Marine Corps on the AH-1Z Viper, which prevented the premature retirement of a $39 million asset and reduced over 2,000 hours of troubleshooting time. Positive • Planned collaboration with U.S. Army for KULR VIBE system evaluation • Previous success with U.S. Marine Corps saved millions in DOD costs • Operating in growing market projected to reach $29.27B by 2034 Negative • None. Insights The article outlines various companies' initiatives in US Army aviation safety but lacks specific, actionable financial details or material developments. While mentioning KULR's planned evaluation with the U.S. Army for 2025, it's primarily a forward-looking announcement without immediate financial impact. The evaluation's outcome remains uncertain and any potential revenue generation would be years away. The market context provided ($18.26 billion US military aircraft market in 2024) and growth projection (CAGR of 4.81%) offer useful background but don't translate to immediate material impact for the companies discussed. The article primarily serves as an industry overview rather than presenting significant news that would affect stock valuations or investor decisions. While Honeywell's $103 million contract is notable, this represents a relatively small portion of their overall business given their size. The other mentioned developments, including IS&S's ThrustSense Autothrottle selection and Northrop Grumman's ATHENA program participation, lack specific financial details or material impact information. Read the full article on Investorideas.com: Delta’s 100-Year Celebration Overlooks This Key Detail: The Airline Started in 1926 by Gary Leff on December 25, 2024 Note: See photos in the original article. The oldest airline operating today is KLM Royal Dutch Airlines, founded on October 7, 1919. It’s been in continuous operation under the same name since the beginning. It’s now 105 years old. The second-oldest airline currently in operation is Avianca. Delta says that 2025 is its 100th birthday. Other than simply deferring to their marketing, I’m not so sure that’s fair. The claim to 1925 stems from the founding of the world’s first agricultural crop-dusting company, Huff Daland Dusters. That wasn’t an airline! Credit: Delta The Delta name was adopted in 1928 and passenger service began in 1929. But they still have a good claim to being founded in 1926. However 1925 is a stretch. In some sense, United and American might be older? • American Airlines traces its origins to several small carriers, including Robertson Aircraft Corporation (1926), which carried mail and passengers. The group included Colonial Air Transport and Southern Air Transport. In 1930, financier E. L. Cord brought together over 80 small carriers to form American Airways, Inc., offering a mix of passenger services and air mail routes. • Varney Airlines, founded by Walter T. Varney on April 6, 1926, was one of the carriers that merged into United Airlines during its formation in 1931 under the umbrella of Boeing Air Transport. United was a direct product of Boeing’s antitrust-mandated divestiture. Continental Airlines, merged with united, also traces to Varney – Varney Speed Lines was a separate company founded in 1934 and renamed Continental Airlines in 1937 under new ownership. Who So Many Airlines Launched In The Mid-1920s – And Then Changed Their Names Many U.S. airlines launched following the Air Mail Act of 1925, which allowed private companies to carry mail. The 1925 Kelly Act authorized the Postal Service to contract with private airlines to carry the mail. That led to airlines received most of their revenue carrying mail. Often priced to the customer by the piece regardless of weight, with the government charged for weight, airlines were known to mail bricks and other large objects to themselves in other cities to pump up their revenue. Credit: Delta The 1930 Air Mail Act changed how mail was priced and gave broad contracting powers to the Postmaster General. The Postmaster used this power to consolidate contracts under three major airlines, forcing many airlines out of business. This came to fruition out of a 1930 meeting that became known as the ‘Spoils Conference’. The government had dictated which airlines would survive and prosper, and awarded contracts to airlines that hadn’t been the lowest bidder. When the story of what transpired finally came out it was dubbed the Air Mail Scandal and it led to the cancellation of contracts and to the Roosevelt administration enlisting the US Army Air Corps to carry mail. They weren’t equipped to do this. Accidents and deaths followed the Air Corps takeover of air mail, and contracts were finally returned to the private sector. None of the executives involved earlier could run airlines obtaining postal contracts and so leadership was jettisoned from the airlines. None of the incumbent carriers were permitted to carry mail, so airlines changed their names – for instance Eastern Air Transport turned into Eastern Air Lines – and Northwest Airways to Northwest Airlines. All the major carriers who participated in the spoils conference received their old routes back under new contracts except United — which was apparently one of the only ones innocent of collusion. Delta’s Transition From Crop-Dusting To Passenger Service Delta was founded in Macon, Georgia, and later moved to Monroe, Louisiana. The business was initially combating boll weevil infestations in cotton crops. It was purchased by local investors and renamed Delta Air Service in 1928, beginning passenger service in 1929. Its first route was Dallas – Jackson, Mississippi. Delta Air Lines moved its headquarters to Atlanta in 1941. Credit: Delta The 100th Anniversary Should Be 2026 – Not 2025? Passenger airline Delta fairly dates to 1926 – not 1925, as their 100th anniversary celebrations suggest, not 1928 when the Delta name began, and not 1929 when it started flying out of Dallas. Credit: Delta That’s because of acquisition of Northwest Airlines upon exit from bankruptcy in 2008. Northwest Airways was founded on September 1, 1926, in Minneapolis, primarily as an air mail carrier operating Chicago-Twin Cities starting in 1927 and then starting to carry passengers in 1928. Northwest directly dates to 1926, and was acquired by Delta, so the airline dates its history back that far. It’s only if fighting boll weevil infestations in cotton crops counts that they can date themselves to 1925. These Are The Oldest Airlines In The World: See the original article. Report claims FAA ignores most whistleblower complaints Officials beg to differ, claiming the author misinterpreted Congressional reports Brandon Vigliarolo Tue 31 Dec 2024 // 13:45 UTC 16 analysis Concerned about the state of aviation safety? You might be onto something, as the Federal Aviation Administration allegedly dismisses or closes most whistleblower reports without finding violations. Curious over a series of high-profile failures at Boeing followed by a glut of whistleblower reports, the Seattle Times dug into Federal Aviation Administration (FAA) reports to Congress from 2020, 2021, 2022 and 2023. The Times found that of the 728 safety complaints received, only 8.5 percent (62 cases) resulted in findings of violations, while nearly 40 percent of complaints were dismissed before reaching the fact-finding phase. "Since 2020, the FAA found violations and took action on complaints related to inspections at Boeing plants," Seattle Times reporter Patrick Malone wrote in the story. "At the same time, it closed investigations into issues similar to those believed to have contributed to a blowout over Portland in January, such as unqualified workers performing safety-critical work and missing documentation." In short, while it's "impossible to know," in Malone's words, how many dismissed reports merited investigation, there's a very good chance there are others. Part of the reason for such a high percentage of reports "going unchecked" may have to do with how the FAA classifies a legitimate whistleblower complaint. According to FAA spokesperson Ian Gregor, who spoke with the Seattle Times, the FAA discards complaints if it judges them to lack sufficient information, or which don't meet the threshold of being a whistleblower complaint because the FAA doesn't believe there's a risk to the whistleblower's employment. It's also possible, the Times suggested, that previous allegations of the FAA as being too closely linked to the aviation industry may influence the whistleblowing process, too. While most federal agencies with a whistleblowing program structure theirs to be independent from the political appointees that head them, the FAA has no such distinction, with the FAA Administrator being the ultimate authority on whistleblower investigations, the Times noted. Take a look at a list of the FAA's Administrators to date, and you'll find a roster packed with industry insiders, including former Delta Airlines VP of flight operations Stephen Dickson, who was accused of retaliating against whistleblowers while at the airline. All of that has led to a reputation that the FAA is an organization focused less on safety and more on regulatory capture, a term that describes a condition in which the lunatics have taken over the asylum agencies prioritize the interests of the industry they regulate. The situation at the FAA, according to the Aircraft Mechanics Fraternal Association, resulted in the two Boeing 737 Max crashes in 2018 and 2019. The FAA responds "Voluntary reporting without fear of reprisal is a critical component in aviation safety, and FAA Administrator Mike Whitaker has made employee safety reporting a priority," An FAA spokesperson told us. The FAA disagrees with several elements of the Seattle Times report, telling The Register that not only does it investigate far more reports than the Times suggested, but that its Office of Audit and Evaluation (AAE), which handles whistleblower complaints, is more independent than the story suggested. As mentioned above, the FAA allegedly dismissed nearly 40 percent of whistleblower complaints for one of two reasons: Either there isn't enough evidence to substantiate them, or they don't meet the employment threat criteria necessary for whistleblower protections. The Seattle Times' statistics combine both of those reasons, but the FAA told us reports that don't meet employment threat criteria aren't automatically dismissed - instead, they're tossed into the safety complaint hotline hopper, where an investigation is handled by FAA officials outside the AAE. The FAA wasn't able to give us numbers on the outcome of hotline investigations, but it's worth noting that, of the 728 whistleblower reports the Seattle Times mentions, 179 of them (nearly a quarter) end up routed to the hotline. In other words, the FAA is still investigating those reports - just not the whistleblower office. • US govt watchdog barks at FAA over 737 Max inspectors' lack of qualifications • Ancient US air traffic control systems won't get a tech refresh before 2030 • Technical issue briefly grounds American Airlines flights across US • Boeing might be criminally prosecuted for 737 MAX crashes after all, says DoJ • Additionally, the FAA told us the Seattle Times characterized the AAE incorrectly. "The Office of Audit and Evaluation is an independent body within the FAA and it ensures the agency thoroughly investigates every report that includes sufficient information," an Administration spokesperson told us. The AAE, we're told, was created in 2010 to deal with safety and oversight concerns, and has broad authority to assess safety complaints without meddling from the FAA Administrator. Boeing also bears blame Boeing and its recently-reacquired supplier Spirit AeroSystems had some fingers pointed at them, too. The story includes a profile of one Spirit whistleblower who took their complaint not to Spirit, Boeing or the FAA, but instead turned to federal investigators examining his employer as part of a shareholder lawsuit. The whistleblower, Santiago Paredes, reportedly lacked faith in his employer's system not to result in retaliation, and the FAA to do anything about manufacturing flaws he pointed out to supervisors that led to him being labeled as a problem employee. Even had Paredes decided to use Spirit/Boeing's internal whistleblower system, he may not have had much luck - the FAA has described the safety culture at Boeing as being confusing, disconnected and inadequate. Boeing employees represented by The Society of Professional Engineering Employees in Aerospace (SPEEA) have even been offered whistleblower training by their union to deal with a lack of anti-retaliation measures and widespread mistrust of internal systems. We asked the SPEEA for their take on the report, but haven't heard back. When asked how it protected whistleblowers reporting safety concerns, Spirit spokesperson Joe Buccino told us that the company's internal reporting system, Quality 360, is anonymous and protected. "We regularly receive and validate concerns, questions, and recommendations," Buccino said. "We encourage all Spirit employees to come forward with any concerns, safe in knowing they will be protected." Boeing, meanwhile, told The Register that public whistleblower comments made by current and former employees in the past year were evaluated, with "none of their claims about airplane safety ... found to be valid." Despite that, they said it they're working to improve the Speak Up whistleblower system, and has already seen positive results. "Submissions increasing more than 500 percent in the first two months of 2024 compared to the same period in 2023," Boeing's director of media relations Jessica Kowal told The Register. "Boeing intends to make further changes to the system to accommodate increased scale as employees continue to become more comfortable with the reporting process." Kowal said that Boeing's Speak Up changes have included a new "more user friendly" interface, promoting the benefits of reporting using its internal system (as opposed to going public, naturally), additional training and implementation of new data analytics "to permit expanded risk analysis." Whistleblowers, meanwhile, are left to trust their employer that systems for reporting internal problems are handled appropriately, or to have faith the FAA will address their complaints. With Boeing facing questions again due to a 737-800 crash over the weekend that killed 179 people in South Korea, and employees also wary of the FAA's approach (per the Seattle Times), it remains to be seen how the future of aviation safety reports might look. ® A flight attendant has died after the cabin of the plane he was working on filled with smoke Nora Redmond Updated Tue, December 31, 2024 at 10:23 AM CST • A Swiss flight attendant was hospitalized after a plane's cabin filled with smoke mid-flight. • The December 23 flight from Bucharest to Zurich was diverted due to engine issues and smoke. • The crew member, who hasn't been named, died about a week after being hospitalized. • A young Swiss International Air Lines flight attendant died a week after being exposed to smoke that filled the cabin and cockpit during a flight he was working. The December 23 flight from Bucharest, Romania, to Zurich made an emergency diversion to Graz, in southern Austria, after engine problems spread smoke through the plane, the airline said in a press release. The crew member, who has not been named publicly, was airlifted to a hospital in Graz, where he was in intensive care. He died on Monday. "We are devastated at our dear colleague's death," Jens Fehlinger, Swiss International Air Lines' CEO, said in a statement. "We stand with one another at this truly difficult time; and we will be doing our utmost, together with the relevant authorities, to determine the causes involved," Oliver Buchhofer, the airline's chief operating officer, said. "We have many questions, and we want them answered," he added. JOINT BASE PEARL HARBOR-HICKAM, HAWAII, UNITED STATES 12.31.2024 Story by Master Sgt. Mysti Bicoy 154th Wing, Hawaii Air National Guard HONOLULU, Hawaii – A small team of maintenance Airmen from the Hawaii Air National Guard have revolutionized F-22 Raptor maintenance by developing custom-designed stands, which debuted this past September at Joint Base Pearl Harbor-Hickam. The project, the result of nearly five years of collaboration with the National Guard Bureau, delivers a safer and more efficient solution for accessing the aircraft's hard-to-reach areas on one of the world’s most capable stealth aircraft. The effort began in 2019 when Master Sgt. Scott Kamali’i, 154th Maintenance Squadron low observable aircraft structural maintenance supervisor, and his team identified a critical need to replace outdated and problematic equipment for routine aircraft maintenance. With safety and functionality as top priorities, the team created a design that met the unique demands of the F-22’s maintenance requirements. “Our Airmen needed something more reliable and user-friendly than ladders and makeshift platforms,” Kamali’i said. “We saw an opportunity to solve a longstanding issue and improve working conditions for maintainers.” Progress on the project faced setbacks in 2020 when a key NGB procurement official left the program. Despite this challenge, the initiative gained new momentum when fellow LOA/ASM specialist, Master Sgt. Preston Yockeman discovered a potential solution during his attendance at a tool convention. Armed with new insights, Yockeman collaborated with Kamali’i to refine their proposal and push the project forward. “Maintenance on the F-22 comes with unique challenges, and we knew we couldn’t settle for one-size-fits-all solutions,” Yockeman said. “We needed something designed with our maintainers in mind.” After years of refining their design and exchanging more than 300 emails, the team secured crucial support from William Hawley of the NGB procurement section. Their relentless persistence culminated in the approval of the final prototype, paving the way for the custom-designed maintenance stand's full deployment this year. The new maintenance stands are specifically tailored to the F-22’s sleek and angular profile. Designed to wrap perfectly around the aircraft’s sharp wings and fuselage, the stands fit like puzzle pieces, creating a stable and spacious work platform. This thoughtful design not only minimizes the risk of accidental damage to the aircraft but also allows maintainers to move freely and safely while performing their duties. The stands provide ample room for personnel and tools, ensuring maintainers have the space they need to complete tasks with precision. “These stands are a game changer,” Kamali’i said. “They’re not just safer, but they also reduce downtime, enhance efficiency, and improve the overall quality of life for our maintainers.” Before the introduction of the new stands, maintenance crews relied on passive fall protection systems such as guardrails and standard work stands, which provided limited accessibility and security. The custom-built stands now offer a direct, secure connection for maintainers, bridging the gap between safety and functionality. Airman 1st Class Ashley Blanco, a low-observable specialist, highlighted the stands’ impact on daily operations. “It helps us work more efficiently, reduces strain, and improves our quality of life. Having the right tools helps us perform better, and that motivates us to reenlist,” Blanco said. The design process was a collaborative effort involving contractors, project managers, and both Guard and active-duty personnel. Input from maintainers at all levels ensured the stands met four critical criteria: form, fit, function, and safety. As the new stands gained attention, their adoption spread across units, significantly improving maintenance operations and aircraft readiness. The project’s success demonstrates the power of teamwork and innovation in addressing challenges within military operations. “This initiative didn’t just address a safety issue,” said Maj. Zachary Chang, 154th Maintenance Squadron deputy commander. “It set the stage for future advancements in how we approach maintenance. It’s a testament to the dedication and ingenuity of our Airmen.” With the stands now in use, the Hawaii ANG’s maintenance crews are equipped with a state-of-the-art solution that ensures safer and more efficient operations, marking a significant milestone in F-22 maintenance standards. “Being immersed alongside the Hawaiian culture, where family is paramount and taking care of one another is deeply valued, it's poetic to see these stands being developed here,” said Blanco. “It demonstrates that the National Guard shares the same commitment to caring for their Airmen as the Hawaiian culture does for its people, reflecting the core values of the Air Force.” Aviation & Airports: Taking Flight To Growth The aviation industry is seeing record growth, as legacy applications dovetail with the future of industry exploration and advancement. 12/31/2024 By Anne Cosgrove From the November/December 2024 Issu Note: See photos in the original article. The aviation industry is a cornerstone of global connectivity, fostering economic growth, international trade, and cultural exchange. Comprising airlines, airports, aircraft manufacturers, and auxiliary services, the industry is vital for transporting passengers and cargo efficiently across vast distances. And the success of aviation operations heavily depends on strategic site selection for airports, maintenance facilities, and other aviation infrastructure. Site selection in the aviation industry requires meticulous planning and analysis, considering multiple factors. (Photo: Adobe Stock / Gearstd) Roswell, NM: A Proud Heritage Meets The Future The City of Roswell is a vibrant community of about 48,000 and numbering over 66,000 in greater Chaves County. While known internationally for the 1947 UFO incident, the community is also an impressive participant in New Mexico’s aviation economy. Roswell has a proud and enduring heritage in aerospace and aviation. Robert Goddard, who was considered the father of modern rocket propulsion, conducted experimentation with liquid fueled rockets in Roswell in the 1930 and 1940s. The Roswell Air Center (RAC) is the site of the former Walker Air Force Base. Being an original base of Strategic Air Command (SAC), the existing infrastructure is conducive to maintenance, 24/7 operations, and aircraft storage. The city’s high altitude, average 310 days of sunshine per year, and low weather volatility make for ideal flying conditions. RAC is home to four maintenance, repair, and overhaul (MRO) facilities, and several manufacturing activities. The air center’s footprint is a 5,000-acre complex in a designated Opportunity Zone. It has a 13,000-foot primary runway and a 10,000-foot crosswind runway. The Roswell Air Center (RAC) in Roswell, NM is the site of the former Walker Air Force Base. The facility features existing infrastructure conducive to aircraft maintenance, operations, and storage. (Photo courtesy of City of Roswell) In May 2024, the Reno Air Racing Association (RARA) selected the City of Roswell as the new host location for is National Championship Air Races (NCAR). Known as “The World’s Fastest Motorsport,” thse races are a 10-day contest structured around seven different classes of air racing. In between the races, spectators view world-class military and civilian air show performers along with static displays of military and historical aircraft. The event is moving to Roswell starting in September 2025 after being in Reno, Nevada since 1964. When it comes to aviation workforce, Eastern New Mexico University-Roswell (ENMU-R) provides more than 40 quality vocational training programs to include an A.A.S. in Aviation Maintenance Technology (AMT). ENMU-R has one of the two Airframe and Powerplant (A&P) schools located in New Mexico. Aviation Soars In Kansas Salina, Kansas and the State of Kansas as a whole have a long history of in the aircraft and aerospace industries. In 2005, when millionaire adventurer Steve Fossett needed an ideal location and support services for the first nonstop, solo flight around the world, he chose the Salina Regional Airport as his take-off and landing point and the students at Kansas State Polytechnic to provide mission control. Salina Regional Airport is home to the Kansas State Polytechnic campus, which operates the Unmanned Aircraft System (UAS) Drone program and one of only 12 Federal Aviation Administration (FAA) research facilities in the country. Graduates of the Polytechnic campus in Salina are prepared for almost any job in the aviation and aeronautics industries. These include: airport maintenance and management; airframe and power plant (A&P) maintenance, repair, and overhaul (MRO); UAS flight and operations; and UAS design and integration. Avflight Salina Corporation—a fixed base operator (FBO)—operates out of Salina Regional Airport, offering cargo and freight services, as well as flight and pilot services for commercial, military, and other clients. The Salina Regional Airport and Industrial Center offers several buildings with almost 200,000 square feet of covered space, along with sites for development. With utilities and infrastructure in place, this industrial hub is well-suited for aviation and aerospace companies. Businesses locating to Salina Regional Airport have access to several hangars, including some that can accommodate aircraft with tail heights of up to 34 feet. Aircraft service companies, charter airlines, and other related businesses have direct access to a main runway, which at 12,301 feet long by 150 feet wide, can support the large aircraft. A joint effort between the Salina Airport Authority, Kansas State University Salina Aerospace and Technology Campus, and Pure Imagination Labs created the Kansas Advanced Immersive Research for Emerging Systems Center(K-AIRES). Construction began in August 2024, and it is expected to open in 2026. The Center’s building will be built and initially owned by the Salina Airport Authority and leased to Kansas State University Salina with a sub-lease to Pure Imagination Labs. The company is expanding its operation to Salina from its headquarters in Los Angeles, CA to help develop this center for immersive technology. The company will be working with the private sector, the military, and in education. The Kansas State University Salina Aerospace and Technology Campus will be developing a new degree program that will help train students for employment with information. Aviation Maintenance: A Critical Vulnerability in the Marine Corps Training for Marine aviation maintenance technicians has not kept pace with the technological advances of the Marine Corps’ new aircraft By Chief Warrant Officer 3 Brian P. Brewer, U.S. Marine Corps November 2024 Proceedings Vol. 150/11/1,461 Note: See photos in the original article. The rate of innovation and development across the Marine aircraft fleet has accelerated rapidly over the past two decades—as evidenced by the F-35B and C and the MV-22 Osprey. During the same time, however, the development, training, and education of Marine aviation technicians and maintainers has waned. Background Marine aviation electronics technicians conduct maintenance checks on a UH-1Y Huey helicopter. Technicians must understand the science behind complex systems in order to troubleshoot them. U.S. Marine Corps (Makayla Elizalde) The Marine Corps has a long, rich history in naval aviation that is tied to the Navy. However, Marine aviation varies in how, when, and why it trains its maintenance personnel. The Marine Corps relies heavily on initial accession training (A schools) and continuation training (C schools) to instill the basic principles and fundamentals of certain military occupational specialties (MOSs). For example, my initial MOS was Basic Avionics Marine (6300). In initial training, I learned electronics and radio-frequency theory, which gave me the foundation to understand how specific systems worked when I attended follow-on training at C School. That follow-on school was for the CH-53 Type/Model/Series (T/M/S) aircraft. There, I learned the electronic systems of that aircraft and gained an understanding of system integration on that platform. My subsequent redesignation was the 6323 MOS—CH-53 Aircraft Communications/Navigation/Electrical Systems Technician. That was nearly 22 years ago, and the pipeline from school check-in to fleet arrival was approximately nine months. Today, the training track is closer to six or seven months, and there are discussions in the fleet of shortening the schools even further. Much of the change is because the Navy is revising the training pipeline to what is referred to as Ready Relevant Learning (RRL).1 Because the Navy oversees naval aviation training and the Marine Corps uses the Navy’s training pipeline, the Marine Corps is affected when the Navy changes its schools to fit its own manpower model. The Navy uses its manpower differently from the Marine Corps. With RRL, the Navy sought to shorten the accession pipeline to get sailors to the fleet faster; it would then provide more robust follow-on training later in the sailor’s career. Sailors do not begin to work on aircraft as early in their careers as Marines do. Marines are on the job learning the aircraft on day one. In addition, the Marine Corps does not have follow-on schools for their technical training; the baseline is received in A and C schools, supplemented with “hip-pocket” classes or on-the-job training (OJT). Impact Of The Problem For the Marine Corps, if a technician’s educational foundation is not yet cemented coming out of accession schools, it is increasingly challenging for the technician to troubleshoot avionic systems or grasp the advanced avionic systems being fielded in the fleet. I have witnessed this lack of understanding from technicians on several T/M/S aircraft over the past decade. There are two reasons for this: 1) the number of students graduated to the fleet is considered more important than whether the students grasp the material; and 2) the curriculum is reduced to get the sailor or Marine to the fleet faster. In years past, Marines were allowed to fail just two tests before being placed on an Academic Review Board, but based on information from several instructors and my own participation in the RRL process, that number has ballooned to as many as eight failed tests. Lax standards exacerbate schoolhouse problems and result in maintainers with less knowledge and fewer technical skills being delivered to the fleet. The pace of Marine Corps operations combined with a manpower shortage at organizational-level (O-level) squadrons make it difficult to fit formal schooling into a technician’s career. The Marine Corps relies on technical representatives from Naval Air Technical and Engineering Service Command (NATEC) for training and troubleshooting in the fleet. Again, because of operational tempo, Marines often cannot be sent from their squadrons to NATEC for training. As a result, roughly 19 percent of all NATEC requests are for training, compared with 50 percent for assistance/troubleshooting.2 This indicates the need for better foundational training at the beginning of a technician/maintainer’s career. Using the example of CH-53 technicians, radio frequency transmission, propagation, theory, and fundamentals are not taught in their A school. When they arrive at their C school, they are taught how to operate the aircraft radios and how the electrical portion of those radios work, but the most critical aspect of radio communication has not been instilled in them. At one unit during my time as an avionics officer, I was told by some pilots that their top safety concern was “comms,” referring to the aircraft radios. That is alarming, and I attribute their concern to the lack of formal training for fleet Marines. That squadron flew CH-53Es, an old and sundowning platform set to be replaced by the CH-53K. The K model is primarily a digital platform with much more complex equipment, adding to the disparity between advanced aircraft and technician training. Reliance on OJT in the fleet would never be allowed for those flying the planes. If pilot training were cut back to primary flight school followed by immediate placement in a fleet squadron for OJT, with no specific T/M/S fleet replacement squadron training, the results would be disastrous. No one would consider putting that course of action into play. Pilots need reps and sets and rigorous academic training to ensure their proficiency before being assigned to a fleet squadron. In addition, pilots and aircrew attend follow-on schools in the Marine Corps, the largest of which is the semiannual Weapons and Tactics Instructor course. Meanwhile, C1, a six-month, advanced avionics school that had been available to all avionics technicians from any T/M/S aircraft, was canceled a few years ago by the Navy. Marine Corps and Navy aviation machinist mates collaborate during a hands-on training session at the Naval Air Technical Training Center (NATTC) at Naval Air Station Pensacola, Florida. Naval Education And Training Command (Austen Mcclain) Paths Forward There are several ways the Marine Corps could repair and restore enlisted aviation training, although none would be cheap. One would be for the Marine Corps to take responsibility for its own aviation maintenance training. Marines often hear, “Follow the Navy; it pays the bill,” when it comes to aviation training, but the Marine Corps can either pay the bill now or pay it later with loss of life and damaged or destroyed assets. The problems and shortfalls are not just among avionics technicians. O-level airframe work increasingly has to be done by depot-level artisans, and even intermediate-level maintainers cannot do some of the repairs—such as on composite materials—that O-level maintainers used to be able to complete. The Marine Corps’ Training and Education Command would be the logical command to assume responsibility for aviation maintenance training. Currently, under the Navy umbrella, the revision process for each T/M/S curriculum takes approximately 60 months.3 In the curriculum for the CH-53 schoolhouse, there are systems that have not been in the aircraft for years. If the Marine Corps owned the review process, it could more expeditiously review and update the curriculum Marines need to be ready for their respective fields and platforms. Advanced aircraft such as the MV-22B Osprey require maintainers with greater knowledge, training, and skills to keep them operational. Here, an airframe mechanic in VMM-266 troubleshoots a pressure switch by conducting a leak check on an Osprey engine nacelle. U.S. Marine Corps (Makayla Elizalde) Another difficulty with the current curriculum is that in A school technicians are taught how to document aircraft maintenance on an OPNAV 4790/60 visual information display/maintenance action form—a paper form that most Marines will use only a few times during their career—typically only when digital maintenance data systems fail. Although the Naval Aviation Logistics Command Management Information System and Optimized Organizational Maintenance Activity have been in use in the fleet for more than a decade, students are not taught how to use them in A School. Instead, they receive OJT on those systems from their squadron mates. As far back as the 1940s, aviation electronics were introduced to military aircraft. Even though those early systems were relatively simple, avionics technicians and their skills were needed in maintenance departments across the fleet. Today, the naval aviation maintenance community is too focused on the technology and not enough on its maintenance and sustainability and training for maintainers. It seems that the Navy and Marine Corps forget that when forward deployed, young Marines and sailors must repair these complex systems, often without the help of technical representatives. Another potential fix for the Marine Corps would be to add necessary C Schools into the specific T/M/S fleet replenishment squadrons (FRSs). Pilots and aircrews are taught how to fly specific platforms at the FRSs, so it would make sense to build maintenance training into those squadrons. Adding the maintainer MOS to the FRS would round out each platform’s training to include all members who will end up in fleet squadrons. An unofficial test of this concept was done at Heavy Marine Helicopter Training Squadron 302 (HMHT-302) from 2015 to 2018. Students waiting to class up at their C school, located on the same base at Marine Corps Air Station New River, were given OJT while they waited. The instructors observed a noticeable difference in the success rate for students who received OJT at HMHT-302 while waiting for their school to start. Those students grasped the classroom information better and faster because they knew where systems were on the aircraft and had a basic understanding of how they worked. Adding a C school to the FRS is a potential change that could be applied across all T/M/S. If the Marine Corps took greater responsibility for its own aviation maintenance training, it would need to update or develop new curricula and ensure maintainers understand the science underlying each occupational field. This would prevent Marines from being just shotgun troubleshooters. This is an area in which the service cannot accept lower standards or shortchange the education Marines receive. Marines must be adequately trained to maintain current and future systems. Aircraft maintenance training should be as rigorous as training for pilots. If students do not grasp the material, they should be reassigned to an MOS in which they can perform. The Marine Corps will not be able to sustain its fleet of advanced aircraft and be prepared for future fights if this issue is not addressed. Technicians vs. Riflemen “Every Marine a technician” is a poor bumper sticker, and as a service we are right to call “Every Marine a rifleman.” But a rifle will not fix a Marine aviator’s weapon system—the aircraft. It takes well-trained maintenance technicians who understand the underlying science and the specific aircraft systems to keep those aircraft flying and providing the close air support the riflemen need. Autonomous Avionics: How the Airbus A350-1000 Is Setting New Standards in the Cockpit By John Persinos | December 19, 2024 Send Feedback A350-1000, Airbus, Aircraft Value News (AVN), Autonomy Global Avionics Round-Up from Aircraft Value News (AVN) Note: See photos in the original article. The Airbus A350-1000 is spearheading the next frontier in avionics: autonomous flight capabilities. The aircraft’s cockpit is equipped with sophisticated systems that blend sensor fusion, real-time data analytics, and AI-driven decision-making, enabling significant automation in navigation, takeoff, and landing. While full autonomy remains a long-term goal, the intermediate steps taken by Airbus are already influencing market dynamics. These advanced avionics systems reduce pilot workload, improve safety metrics, and optimize flight efficiency. The financial implications are profound. Airlines using the A350-1000 report lower training costs for pilots and improved on-time performance, both of which positively impact operating margins. For lessors, the A350-1000’s avionics are a selling point. With the global push for reduced carbon emissions, the A350-1000’s ability to execute highly efficient, AI-optimized flight paths is particularly appealing to airlines under pressure to meet sustainability targets. This has driven up the model’s base value by approximately 8% over the last two years and allowed lessors to secure favorable lease terms even in a competitive market. However, these advancements also carry risks. The costs of maintaining such sophisticated avionics systems are higher, and technical failures could result in substantial operational disruptions. Despite this, demand for the A350-1000 remains robust, underscoring the industry’s confidence in the long-term viability of autonomous avionics. The Airbus A350-1000 is a long-range, widebody aircraft that represents the pinnacle of modern aerospace engineering. It is the largest variant in the A350 family, offering a passenger capacity of up to 410 in a typical two-class configuration and a range of approximately 8,700 nautical miles. Its design, technology, and performance make it a game-changer for the aviation industry. Key Features of the A350-1000 • Advanced Materials The A350-1000 is constructed using 53% composite materials, which reduce weight and enhance durability. These materials, combined with titanium and advanced aluminum alloys, improve fuel efficiency and corrosion resistance. • Efficient Engines Powered by Rolls-Royce Trent XWB-97 engines, the A350-1000 delivers 25% lower fuel burn and CO₂ emissions per seat compared to previous-generation aircraft. • Aerodynamic Innovations The aircraft features a state-of-the-art wing design with a high aspect ratio and adaptive winglets. These optimize lift-to-drag ratio and improve fuel efficiency, especially on ultra-long-haul routes. • Cutting-Edge Avionics The A350-1000 boasts a sophisticated cockpit suite with intuitive controls, integrated systems, and a head-up display (HUD) to enhance pilot situational awareness. • Autonomy and Digital Connectivity The A350-1000 is equipped with the Airbus Flight Operational Real-time Analysis (FORCE) system, enabling predictive maintenance and real-time performance monitoring. Its avionics also support research into autonomous flight technologies, positioning the aircraft as a testing platform for the future of aviation. Curt Lewis