Category Archives: MRO’s

Keeping Aircraft Flying When the Power Grid Fails

Global Avionics Round-Up from Aircraft Value News (AVN)

As modern ATC becomes increasingly reliant on sophisticated avionics infrastructure, the stability of terrestrial power grids is emerging as a critical factor in aviation safety, efficiency, and aircraft asset value.

The aviation industry is undergoing a transformative shift toward NextGen and SESAR technologies, which depend heavily on uninterrupted power to maintain functionality in communications, navigation, and surveillance systems.

But what happens when the power goes out?

Recent grid instabilities in regions as varied as North America, Western Europe, and parts of Asia have exposed vulnerabilities in ground-based infrastructure that powers ATC towers, radar installations, ADS-B ground stations, and remote communication nodes.

These interruptions, even if temporary, can have wide-ranging impacts on flight scheduling, airspace congestion, and safety margins. As a result, stakeholders from airport operators to aircraft lessors are reevaluating the long-term implications of grid resilience on both operational continuity and asset valuation.

Avionics Dependency: A Double-Edged Sword

Today’s aircraft, especially new-generation jets like the Airbus A350, Boeing 787, and even advanced turboprops, are flying data centers, designed to interact seamlessly with a ground-based digital ecosystem. Key systems such as ADS-B Out, satellite navigation, digital NOTAMs, and real-time weather updates all rely on a constant connection to a functioning ground network.

This represents a double-edged sword: while avionics-enhanced ATC reduces fuel burn, enhances safety, and shortens gate-to-gate times, it also introduces a systemic dependency on power-sensitive infrastructure.

When that infrastructure falters, even the most technologically advanced aircraft can be rendered inefficient or grounded, not because of mechanical fault, but because the digital “highway” they rely on goes dark.

The Power Problem: More Frequent Than You Think

Climate-driven weather volatility, aging infrastructure, cyberthreats, and high electricity demand are contributing to a rise in power outages globally. In the United States alone, data from the U.S. Energy Information Administration (EIA) shows a 60% increase in major power disruptions over the past decade. Europe, facing similar challenges from heatwaves, energy supply constraints, and the war in Ukraine, has also seen an uptick in grid reliability issues.

For aviation, even a 15-minute grid blackout at a key control facility can ripple outward into multi-hour flight delays, airspace rerouting, and equipment recalibration. In worst-case scenarios, outages can halt takeoffs or force diversions, particularly in high-density urban airspace corridors that rely on synchronized radar and communication networks.

Resilience Measures: Who’s Responsible?

The responsibility for building resilience into avionics-based infrastructure falls across multiple actors: airport authorities, Air Navigation Service Providers (ANSPs), utility companies, and national regulators. Some airports and control centers have already begun investing in microgrids, battery backups, and diesel generators to maintain uninterrupted operations. But these investments are uneven, and global standardization is lacking.

Moreover, retrofitting older facilities, particularly in developing regions or secondary markets, comes at a high capital cost, raising questions about who foots the bill. As a result, many airfields remain exposed, especially in regions where rapid aviation growth outpaces infrastructure modernization.

Aircraft Values: The Hidden Impact

At first glance, electrical grid instability may seem like a ground-side concern. But the value of aircraft, particularly newer models outfitted with next-gen avionics, can be materially affected. Aircraft that depend on integrated digital infrastructure for optimal performance, routing, and compliance with Performance-Based Navigation (PBN) mandates can be at a disadvantage in areas with weak power resilience.

Lenders, lessors, and investors are beginning to scrutinize these variables when assessing the long-term placement and residual value of aircraft. For example, an aircraft may technically meet ICAO or FAA standards but may face limited operational viability in parts of the world where grid-dependent avionics support is unreliable. This can restrict remarketing potential, reduce lease premiums, and accelerate depreciation curves.

Insurers are beginning to price in infrastructure risk, both in terms of increased liability exposure and business interruption. A single lightning strike that takes out a radar dome without effective backup power can result in dozens of delayed or canceled flights, with downstream financial consequences for operators and asset holders alike.

Toward a Resilient Future

To safeguard aircraft values and ensure uninterrupted aviation operations, several key steps are needed:

• Mandated Power Backup Standards: ICAO and regional regulators should define minimum power resilience requirements for all critical ATC and avionics-dependent infrastructure.
• Decentralized Power Systems: Airports and ANSPs should explore renewable microgrids, energy storage, and redundancy plans to insulate operations from broader grid instability.
• Aircraft Design Flexibility: OEMs must continue to build aircraft capable of operating safely in degraded infrastructure environments, including fallback navigation systems and autonomous rerouting logic.
• Risk-Adjusted Leasing Models: Lessors may begin to factor infrastructure risk into lease pricing, giving preference to regions with resilient power supplies and mature avionics ecosystems.

As aircraft become ever more interconnected with ground-based systems, power resilience is no longer a mere operational concern; it’s a strategic one that directly affects aircraft liquidity, lease terms, and long-term value.

In the age of digital aviation, an aircraft is only as strong as the weakest link in its supporting infrastructure. If the lights go out on the ground, the financial risks take flight.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Keeping Aircraft Flying When the Power Grid Fails appeared first on Avionics International.

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Clear Skies, Cloudy Data: How NextGen Avionics Gaps Could Stall Aircraft Value Growth

Global Avionics Round-Up from Aircraft Value News (AVN)

The U.S. Federal Aviation Administration’s (FAA) ambitious NextGen air traffic modernization program was designed to revolutionize U.S. airspace with satellite-based navigation, real-time data sharing, and streamlined traffic flows.

However, over a decade after its launch, the full promise of NextGen remains frustratingly incomplete. Critical gaps persist in the implementation of its most advanced, avionics-based features, particularly those designed to optimize traffic flow through more precise aircraft tracking and management.

This lag in technological uniformity has significant consequences not only for air traffic efficiency but also for the valuation of commercial aircraft, especially in the secondary leasing and resale markets. As regulators, operators, and OEMs struggle to align on rollout and standards, aircraft that lack the latest avionics upgrades risk falling behind, not just in performance but in financial worth.

Vision vs. Reality

NextGen’s central premise is deceptively simple: replace the radar-based system of the mid-20th century with a digital network using GPS, satellite surveillance, and data link communications. This would enable aircraft to fly more direct routes, reduce holding patterns, and allow for more precise separation in crowded airspace. In theory, this leads to lower fuel burn, fewer delays, and a reduced carbon footprint.

One of the system’s most critical innovations is avionics-based traffic flow infrastructure, particularly the widespread adoption of Automatic Dependent Surveillance–Broadcast (ADS-B) Out and In, DataComm, and Performance-Based Navigation (PBN). However, this infrastructure is not yet consistently in place across aircraft fleets, airports, or even Air Traffic Control (ATC) facilities.

While ADS-B Out has been mandated since January 1, 2020, many aircraft are still not equipped with ADS-B In, which enables the reception of traffic and weather data in the cockpit. Likewise, DataComm, which is meant to replace voice communication with ATC via text messages, is active in some terminal areas but lacks nationwide coverage. And while PBN procedures exist, their full integration depends heavily on aircraft avionics and pilot/operator training, which remain uneven.

Value at Risk

For aircraft owners, lessors, and appraisers, the incomplete implementation of NextGen has become a hidden but mounting concern. Aircraft values increasingly hinge not just on age, airframe hours, and maintenance records, but on connectivity and compliance with digital airspace systems.

A jet equipped with full NextGen avionics can access preferred airspace, experience shorter flight times, and reduce fuel costs, making it more attractive to operators.

By contrast, aircraft without full NextGen functionality may face route restrictions, higher operational costs, and limited airport access, especially in congested areas like the Northeast Corridor or Southern California. These limitations translate into real economic penalties. For instance, lessors may find their aircraft sidelined in competitive lease bids due to obsolescence in cockpit systems.

Even newer aircraft may be affected if buyers defer optional avionics packages to cut costs, only to later discover that the upgrade pathway is costly and time-consuming. As a result, a bifurcation is emerging in the marketplace between “NextGen-ready” assets and those that are technologically lagging, with appraisers beginning to factor this distinction more heavily into residual value forecasts.

Infrastructure Drag

A key reason for the sluggish rollout of avionics-based traffic flow tools lies not with the aircraft themselves, but with the ground infrastructure and institutional inertia. The FAA’s own Inspector General has flagged “implementation gaps” in controller training, software integration, and inconsistent deployment of NextGen capabilities at control centers.

Without harmonized infrastructure, the benefits of upgraded avionics remain theoretical. Aircraft equipped with ADS-B In and DataComm may still have to operate under legacy protocols if the destination airport or en-route ATC facility lacks the corresponding tech. This creates a “lowest common denominator” effect, discouraging carriers from investing in optional upgrades that won’t see immediate returns.

Moreover, the international picture is even more fragmented. European efforts under the Single European Sky ATM Research 3 Joint Undertaking (SESAR) are making strides, but interoperability challenges persist. For aircraft that operate transatlantic routes, inconsistent standards between the FAA and Eurocontrol further cloud the ROI on NextGen-equipped airframes.

Winners and Losers

Certain types of aircraft are poised to benefit from closing the NextGen implementation gap, particularly newer narrowbodies like the Airbus A320neo and Boeing 737 MAX families, which often come factory-equipped with advanced avionics suites. These aircraft can command higher lease rates, especially among airlines looking to streamline operations in congested airspace.

Regional jets and older widebodies, on the other hand, are more vulnerable. Retrofitting them with the necessary hardware and software to meet NextGen standards can be prohibitively expensive, leading some operators to retire otherwise serviceable aircraft. The result: a compression of value for technologically outdated jets, with ripple effects across leasing portfolios.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Clear Skies, Cloudy Data: How NextGen Avionics Gaps Could Stall Aircraft Value Growth appeared first on Avionics International.

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Hegseth Directs Widespread Use Of Expendable Drones By End Of 2026

Anduril’s Ghost drone is on the Defense Innovation Unit’s Blue UAS cleared list. (Photo: Anduril)

Responding to a recent presidential directive to bolster American drone capabilities, Defense Secretary Pete Hegseth has ordered the military services to take a more aggressive role in quickly purchasing small drones and related components with a goal to widely field these systems by the end of 2026.

Hegseth’s order is effective immediately and directs commanding colonels and Navy captains to enable the procurement, testing, training of Group 1 and 2 unmanned aircraft systems (UAS)—with a bias toward American-made.

“Commanders are encouraged to engage in local innovation through three-dimensional printing, key component purchasing, and other mission-specific opportunities,” the defense secretary says in his July 10 memorandum to senior Pentagon leaders, Combatant Commands, and defense agencies.

Hegseth says that the colonels and captains can nominate systems and components for “priority” review by the Defense Innovation Unit’s Blue UAS List, which includes drones and related components that have been vetted for secure supply chains and cybersecurity requirements. The defense secretary also ordered the military service secretaries to “program, plan, and budget” using fiscal year 2025 and 2026 funds from their respective department-level accounts for testing and training of the small drones.

Group 1 drones weigh up to 20 pounds with a payload, and Group 2 up to 55 pounds.

Buying small UAS quickly is one of Hegseth’s imperatives so that U.S. forces can train like they will fight.

“To simulate the modern battlefield, senior officers must overcome the bureaucracy’s instinctive risk-aversion on everything from budgeting to weaponizing and training,” he writes. “Next year I expect to see this capability integrated into all relevant combat training, including force-on-force drone wars.”

And Hegseth wants wide distribution of these assets.

“By the end of 2026, every squad will have low-cost, expendable drones, prioritizing the Indo-Pacific combat units and consistent with other Secretary of Defense strategic guidance documents,” the memo says.

This summer, U.S. Indo-Pacific Command is expected to be operational with the first all-domain, autonomous attritable systems under the Replicator initiative begun two years ago during the Biden administration. Replicator is aimed at quickly delivering autonomous, unmanned systems to U.S. warfighters, with an early emphasis on the Indo-Pacific area.

The Army this month said that over the next year it wants 10,000 small UAS that cost less than $2,000 each.

Hegseth is giving authority to training command and operational forces to enable frontline personnel within 24 hours to modify their drone needs.

Once testing is done, senior officers and government personnel that are first up the chain are empowered to approve “large purchases of UAS and critical components” that are American made and directly certify them as Blue UAS compliant based on DIU’s requirements, the memo says.

“The Deputy Secretary of Defense has final approval of the Blue UAS checklist,” Hegseth says.

As of Jan. 1, 2026, the Defense Contract Management Agency will take over publication and management of the Blue UAS List, he says.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Hegseth Directs Widespread Use Of Expendable Drones By End Of 2026 appeared first on Avionics International.

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Cleared for Modernization: The Top Avionics Upgrade Tackling the ATC Crisis

Global Avionics Round-Up from Aircraft Value News (AVN)

Air traffic control tower and multilevel infrastructure in Chicago International Airport.

As commercial air traffic surges back to pre-pandemic levels—and in many regions, surpasses them—aviation’s longstanding Achilles’ heel has returned to center stage: a strained, outdated Air Traffic Control (ATC) system ill-equipped to handle modern traffic volumes.

From chronic delays and inefficiencies to rising fuel costs and CO₂ emissions, the consequences are piling up. But a long-planned, urgently needed avionics upgrade is finally moving from paper to cockpit: ADS-B In.

If ADS-B Out was the foundation, ADS-B In is the future.

While most aircraft flying today are already equipped with ADS-B Out—which broadcasts an aircraft’s position, velocity, and other data to ground stations and nearby aircraft—ADS-B In allows aircraft to receive and act on that same data. It effectively enables a real-time traffic picture in the cockpit, enabling pilots to “see” what ATC sees, often more precisely and sooner.

And in the current ATC crisis, that matters.

The ATC Bottleneck

The U.S. and much of Europe are operating ATC systems that haven’t fundamentally changed since the 1960s. Radar-based tracking is limited in range and accuracy. Controllers juggle dozens of aircraft with incomplete information and minimal automation. The result? Chronic congestion, especially in terminal areas, and an inability to flexibly reroute aircraft during weather events or sudden demand spikes.

Even the FAA’s ambitious NextGen modernization program, launched in 2007, has been slowed by politics, budget constraints, and the enormous technical lift of replacing decades-old infrastructure. But within this broader effort, ADS-B (Automatic Dependent Surveillance–Broadcast) is one area where progress is not only visible—it’s finally airborne.

ADS-B Out has already transformed surveillance by shifting from radar to satellite-based positioning. But its benefits are mostly to the system, providing ATC with more precise data. ADS-B In brings those benefits directly into the cockpit. Aircraft equipped with it can receive:

• Traffic Information Service–Broadcast (TIS-B): Real-time data about nearby aircraft, including non-ADS-B equipped planes tracked by radar.
• Flight Information Service–Broadcast (FIS-B): Weather updates, NOTAMs, and other situational awareness tools.
• Direct-to-aircraft data sharing: Letting pilots maintain optimal spacing and sequencing in terminal areas without waiting for ATC instructions.

ADS-B In enables airborne self-separation, in-trail spacing, and real-time rerouting, all vital in congested airspace.

Several airlines, including Delta and American, are actively retrofitting their fleets with ADS-B In capability. Airbus and Boeing are offering it as a line-fit option on new jets, especially for aircraft expected to operate in saturated airspaces like the U.S. East Coast, Western Europe, or over oceanic corridors where radar isn’t available.

The FAA has also begun testing Interval Management (IM) procedures, which use ADS-B In to allow aircraft to safely fly closer together, improving runway throughput and en-route capacity. Early trials at Dallas–Fort Worth and Atlanta show time savings of up to 10% during peak operations.

Avionics Vendors Step Up

Avionics giants like Honeywell, Collins Aerospace, Garmin, and Thales are racing to roll out certified ADS-B In packages that integrate with existing FMS and EFIS displays. These upgrades are being marketed not just as compliance tools but as fuel-saving, time-saving operational enhancements with immediate ROI.

The cost to retrofit a single narrowbody aircraft can range from $80,000 to $150,000 depending on configuration, but with rising fuel prices and stricter emissions targets, airlines are starting to see these upgrades not as expenses, but as essential investments.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Cleared for Modernization: The Top Avionics Upgrade Tackling the ATC Crisis appeared first on Avionics International.

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Europe’s NG MIMA Set to Shake Up Military Avionics

Global Avionics Round-Up from Aircraft Value News (AVN)

Logo for the Next-Generation Military Integrated Modular Avionics (NG MIMA) project, driven by a €30 million investment under the European Defence Fund.

Europe is entering a pivotal new era in avionics. The recently launched Next-Generation Military Integrated Modular Avionics (NG MIMA) project, driven by a €30 million investment under the European Defence Fund, is reshaping military avionics by setting new standards for modularity, cybersecurity, and system interoperability.

NG MIMA’s innovations promise to spill over into the civilian aviation sector, impacting everything from upgrade cycles to smart cockpit design.

What Is NG MIMA?

Launched in December 2024, NG MIMA brings together 21 top-tier European companies, universities, and research centers—including Airbus Defence & Space, Thales, Saab, Honeywell, Leonardo, and BSC-CNS—under the coordination of Spanish-based defense and IT company Indra.

Over a three-year timeframe, the aim is to develop a scalable, open, modular avionics architecture that’s interoperable across both manned and unmanned platforms. Rooted in high data-sharing, processing needs and multi-domain operations—including land, sea, air, space, and cyber—the project aims to redefine how avionics systems are built, maintained, and evolved.

NG MIMA is crafting architectures that support hardware and software modularity, allowing avionics systems to be more easily upgraded or reconfigured across their lifecycle. Gone are the days of bespoke, single-platform solutions. Now, components can evolve independently as new technologies emerge.

EU-wide standardization allows allied forces to use common avionics systems, easing joint operations and fostering defense autonomy. Military missions now bridge multiple domains. NG MIMA supports high-level principles to enable seamless integration and data exchange among diverse platforms.

Commercial Aviation: The Surprising Winner

The innovations from NG MIMA don’t just stay on military jets; they’re poised to catalyze sweeping changes across commercial aviation.

Commercial aircraft are notoriously sluggish in adopting new systems due to chunky certification processes. NG MIMA’s modular approach, mirroring ARINC standards and partitioned architectures (à la DO‑178C/ARINC‑653), could serve as a blueprint for civilian ORBOKs and avionics upgrades. Airlines could swap in updated modules without re-certifying the whole system.

As cockpits integrate satellite comms, AI, and datalinks, NG MIMA’s emphasis on cybersecurity could encourage stronger civil aviation standards and potentially shift international regulators toward European-designed cybersecurity frameworks .

NG MIMA’s high-performance computing and cloud-aligned modularity (including AI and HMI advancements) are on par with trends in commercial avionics, such as predictive maintenance and augmented reality interfaces. A shared architectural future could unlock more seamless cross-domain innovations.

Why the Convergence Makes Sense Now

NG MIMA’s timing is strategic. Military platforms are pushing boundaries with real-time data fusion, sensor integration, and AI, capabilities that commercial aviation is also pushing toward. Take the Gripen fighter: with its software-defined avionics, it’s already straddling military-civil tech roadmaps.

Other European avionics firms, e.g. Thales, GE Aviation, Honeywell, and Collins, already serve both markets. NG MIMA can become a shared technological backbone, lowering R&D costs and boosting industrial cohesion across sectors.

By 2027, NG MIMA is slated to deliver a working reference platform demonstrating modular, cyber-hardened, interoperable avionics. Commercial aviation stands to benefit from modular software stacks, plug-and-play upgrades, predictive cyber defense, AI driven HMI—and ultimately digital avionics architectures that feel less like fossilized flight decks and more like evolving digital platforms.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Europe’s NG MIMA Set to Shake Up Military Avionics appeared first on Avionics International.

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Flying Fuel Cells: The Hydrogen-Electric Revolution Hits the Cockpit

Global Avionics Round-Up from Aircraft Value News (AVN)

Aircraft used by the Edinburgh-based Ecojet electric commercial airline. (Image: Ecojet)

One of the most ambitious projects in the new frontier of electric aviation is the Flying Fuel Cell concept, a hydrogen-electric hybrid system being actively pursued by several European aerospace firms and research institutions. This system doesn’t just swap out jet fuel for hydrogen; it redefines how propulsion works altogether.

In the Flying Fuel Cell model, hydrogen is stored in cryogenic tanks, delivered to fuel cells onboard the aircraft, and converted into electricity to power electric motors. This setup eliminates combustion, slashing emissions to zero and eliminating particulate output entirely. From an environmental standpoint, it’s a dream scenario. But from an avionics perspective, it’s a complex orchestration of critical systems.

Avionics manage the entire hydrogen-electric cycle: monitoring tank temperatures, managing the delicate balance of oxygen and hydrogen within the fuel cell, distributing electric power between motors and battery buffers, and responding in real time to changes in load, altitude, and thermal constraints. Failures in any of these systems could have cascading effects, making redundancy and software reliability paramount.

This means that future cockpits will need real-time displays and alerts for hydrogen levels, fuel cell output, and electrical system health, an entirely new language of flight management that pilots and technicians will have to learn. Fly-by-wire systems will need to communicate seamlessly with power-by-wire systems. It’s no exaggeration to say that avionics is the linchpin holding the Flying Fuel Cell vision together.

The New Avionics Paradigm

No longer just navigation, communication, and safety systems, avionics are becoming deeply entwined with propulsion, energy management, and environmental performance.

Avionics are now expected to:

• Manage power from multiple sources (batteries, fuel cells, SAF-burning engines);
• Balance thermal loads to prevent overheating;
• Interface with high-voltage electrical systems;
• Provide pilots with intuitive interfaces to control complex hybrid systems; and
• Incorporate AI-assisted decision-making for energy optimization.

In essence, green propulsion can’t exist without green avionics. These systems are setting the roadmap for next-gen eco-aircraft, where propulsion and avionics are no longer separate domains but parts of a unified, intelligent architecture.

A Divided Forecast: Is Electric the Next Disruption?

As with all major innovations, the aviation world is divided on the pace and scope of electric aircraft adoption. Some analysts argue that electrification is a genuine disruptor, poised to do to aviation what Tesla did to the auto industry. They cite prototype aircraft that are already flying, regulatory support, and a clear path to lower operating costs as reasons for their bullishness.

Others caution that electric aviation is still in its infancy. The energy density of current battery technology remains a significant barrier, making fully electric flight viable only for short routes and light payloads. They argue that hydrogen infrastructure is decades away from maturity, and that mainstream disruption is still at least 25 years off.

The reality lies somewhere in between. Widespread replacement of conventional jetliners is a long-term prospect. But the avionics industry isn’t waiting for that future; it’s already adapting. Whether or not electrification becomes dominant soon, it’s already redefining how avionics systems are built, integrated, and operated.

Indeed, manufacturers, maintenance providers, and FAA Part 147 schools already are laying the groundwork to support the next generation of electric aircraft, avionics, engines, and ground support equipment. As the aviation industry pivots toward sustainability, these stakeholders are racing to develop the infrastructure, training programs, and certification pathways needed to service electric propulsion systems and high-voltage components safely and efficiently.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Flying Fuel Cells: The Hydrogen-Electric Revolution Hits the Cockpit appeared first on Avionics International.

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Grynkewich: Autonomous Drones, Mass ‘Essential to European Security’

U.S. Air Force Lt. Gen. Alex Grynkewich, Ninth Air Force (Air Forces Central) commander, parks an F-16 Fighting Falcon after completing his final flight –fini-flight–as the AFCENT commander on April 9, 2024, at Shaw AFB, S.C. (U.S. Air Force Photo)

Proliferating systems in the European theater will be vital for bolstering NATO and deterring Russian revanchism, as Ukraine continues to battle Russia in the latter’s latest 2022 invasion of Ukraine, according to Gen. Alexus Grynkewich, the newly confirmed head of U.S. European Command (EUCOM). Grynkewich received a fourth star for his new position.

“As I look across the [NATO] alliance, there are certain countries that would have a very strong value proposition in terms of being able to bring unmanned technologies to bear whether they’re aerial technologies or maritime unmanned capabilities that have proven very effective in the Black Sea region, for example,” Grynkewich testified last week at a Senate Armed Services Committee hearing in response to a question from Sen. Ted Budd (R-N.C) on which emerging technologies EUCOM should emphasize.

“I would definitely put a high priority on those [unmanned systems],” Grynkewich said. “They’re very cost effective. They’re a way to build mass on the modern battlefield, and understanding that we’ll face mass in terms of the Russian threat, I think developing that asymmetric option is gonna be essential to European security in the future.”

Top European autonomous drone companies include the United Kingdom’s BAE Systems, France’s Delair and Thales Group, Portugal’s TEKEVER, and Germany’s Quantum Systems and Rheinmetall, which is working with the U.S.’ Anduril Industries to build the latter’s Fury and Barracuda drones.

The Trump administration has publicly wavered on the U.S. supporting Ukraine with more weapons and has favored a ceasefire, which the Russians have rejected.

In response to a question from Sen. Angus King (I-Maine) on whether it was strategically important for the U.S. to maintain its intelligence support for Ukraine, Grynkewich responded, “I think the Ukrainians have done an incredible job defending. They are forcing the Russians to make only incremental advances at a tremendous cost, and I think we should continue the effort to support them that has allowed them to perform so well.”

Asked by Sen. Tommy Tuberville (R-Ala.) whether Ukraine can win, Grynkewich replied, “I think Ukraine can win.”

“I think anytime your own homeland is threatened, you fight with a tenacity that’s difficult for us to conceive of, if we haven’t found ourselves in that same situation,” Grynkewich said.

Before becoming the head of EUCOM, Grynkewich was the Joint Staff’s Director of Operations and, before that, served as the commander of Air Forces Central, where he oversaw the Task Force-99 effort to improve detection and targeting through the use of small, inexpensive, networked drones.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Grynkewich: Autonomous Drones, Mass ‘Essential to European Security’ appeared first on Avionics International.

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Army Exploring Hybrid-Electric Aircraft Propulsion Technology With Electra

Image of Electra’s EL9 aircraft in military style livery. Image: Electra

Electra has received a small research contract from the Army to mature hybrid-electric propulsion systems the company is developing for its ultra-short takeoff and landing (STOL) aircraft to advance the technology, and reduce risks, for Army aviation.

The 18-month $1.9 million Small Business Innovation Research contract supports research and development of hybrid-electric powertrain, power, and propulsion systems, Electra said on July 1. Under the award, Electra will conduct a trade study, operational analysis, modeling and simulation, flight-test, and evaluation.

The Northern Virginia-based startup is developing the technology for its blown-lift EL9, a nine-passenger aircraft that is in development and slated to begin flight-testing in 2027. Electra is also targeting military logistics uses in space austere environments given its expected capability to take-off and land in less than 150 feet from unimproved surfaces.

“This work gives the Army a clear path forward in understanding how hybrid-electric technologies can support real operational demands, while enabling entirely new logistics capabilities,” Donn Yates, Electra’s vice president of government programs, said in a statement. “Electra’s hybrid-electric Ultra-STOL aircraft redefines what’s possible for Army aviation with its ability to operate from small, rugged sites, reduce fuel demand, and increase flexibility for the commander.”

The latest contract builds on six previous research and development awards by the Army to Electra to advance the Ultra-STOL aircraft.

The Army is also assessing hybrid-electric technology for vertical takeoff and landing uses. In 2024, the service issued a Request for Information indicating its interest in the technology for lowering fuel consumption, decreased acoustics, high-speed cruise, and low-speed loiter.

Electra has previously flown its EL2 Ultra-STOL prototype, demonstrating takeoffs and landings in less than 150 feet.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Army Exploring Hybrid-Electric Aircraft Propulsion Technology With Electra appeared first on Avionics International.

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DARPA Taps Bell To Build X-Plane Demonstrator, Aims For Flight Testing In 2028

Artist’s rendering of Bell’s X-plane concept for DARPA’s SPRINT program. Photo: Bell.

The Pentagon’s Defense Advanced Research Projects Agency (DARPA) has selected Bell Textron to build an X-plane demonstrator capable of flying at speeds of up to 450 knots, with the office confirming to sister publication Defense Daily it aims to have a platform completed in 2027 to support flight testing in 2028. 

Bell, which beat out Boeing’s Aurora Flight Sciences, noted that its work on Phase 2 of the Speed and Runway Independent Technologies (SPRINT) program will include completing design, construction, ground testing and certification of its vertical takeoff and landing (VTOL) demonstrator.

“Bell is honored to have been selected for the next phase of DARPA’s SPRINT program and is excited to demonstrate a brand-new aircraft with the first-ever stop/fold technology,” Jason Hurst, Bell’s executive vice president of engineering, said in a statement. “This is an achievement we’ve been working toward for over 10 years, as we’ve leveraged our nearly 90-year history of X-plane development to bring new technology to our warfighters.”

Just over a year ago, DARPA announced it had selected Bell and Aurora Flight Sciences for Phase 1B of the SPRINT program to work on completing preliminary design reviews.

Both firms had previously been tapped for the initial phase of the program focused on conceptual design work, which at the time also included Northrop Grumman [NOC] and Piasecki Aircraft.

“The SPRINT X-plane is intended to be a proof-of-concept technology demonstrator and its flight test program seeks to validate enabling technologies and integrated concepts that can be scaled to different size military aircraft. The goal of the program is to provide these aircraft with the ability to cruise at speeds from 400 to 450 knots at relevant altitudes and hover in austere environments from unprepared surfaces,” DARPA has said previously.

DARPA has request $55.2 million in FY ‘26 for the SPRINT program, with a budget document detailing the interest in developing high-speed VTOL aircraft to support missions such as “infiltration/exfiltration, contested personnel recovery, troop transport, logistics support, and armed escort” and aiming to have a demonstrator that “reduces technical, schedule, and cost risk for a follow-on operational system.”

“In preparation for X-plane development, Bell has completed significant risk reduction activities including demonstrating folding rotor, integrated propulsion and flight control technologies at Holloman Air Force Base as well as wind tunnel testing at the National Institute for Aviation Research (NIAR) at Wichita State University,” Bell said in a statement on July 9. 

Following the work in Phase 2 to finalize a critical design and then move into building and ground testing Bell’s X-Plane, DARPA noted that Phase 3 will include flight testing.

A version of this story originally appeared in affiliate publication Defense Daily.

The post DARPA Taps Bell To Build X-Plane Demonstrator, Aims For Flight Testing In 2028 appeared first on Avionics International.

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