This article is based on an official press release from GE Aerospace.

Out of Thin Air: GE Aerospace Deploys Next-Generation Dust Ingestion Testing Rig

For commercial airlines operating in arid, hot, and harsh environments, microscopic airborne particles present a relentless threat to engine durability. Over years of service, ingested dust gradually degrades internal components, forcing premature maintenance and grounding aircraft. To combat this, GE Aerospace has successfully developed and deployed a next-generation dust ingestion testing rig, fundamentally changing how the aviation industry evaluates engine resilience.

According to an official press release from GE Aerospace, this breakthrough was spearheaded by Senior Test Engineer Michael Mutchler, affectionately known within the company as “Dr. Dust.” By shifting the fundamental engineering approach to how dust is handled during testing, Mutchler and his team have created a system capable of enduring grueling, months-long evaluation cycles without breaking down.

The new testing apparatus is already proving its worth. GE Aerospace reports that the rig is currently being utilized to test components for the CFM RISE program, a next-generation engine demonstrator, years ahead of scheduled flight tests. This marks the earliest the manufacturers has ever conducted dust ingestion testing on a technology demonstration program, signaling a proactive shift in how engine durability is prioritized.

The Engineering Breakthrough: Treating Dust as an Aerosol

Overcoming Mechanical Failure

Unlike standard icing tests, which can reveal engine vulnerabilities within a matter of hours, dust ingestion testing is a marathon. According to GE Aerospace, these tests can take up to six months to complete. The primary challenge historically has not just been engine survival, but the survival of the testing equipment itself. If a testing rig fails midway through a cycle, months of valuable data can be lost.

The catalyst for the new rig occurred in the summer of 2021 during a testing mission at GE Aerospace’s Global Research Center in Niskayuna, New York. Mutchler and his team observed that their equipment was failing under the mechanical stress of continuously delivering dust into the engines.

“We noticed that the old testing equipment was mechanically excited. In fact, it was kind of tearing itself apart,” Mutchler stated in the company release.

The “Aerosol” Solution and “Pixie Dust”

The breakthrough came when Mutchler identified a critical mental barrier in the engineering process: the team had been treating the ingested dust strictly as a solid. To relieve the mechanical stress on the equipment, he proposed treating the dust as an aerosol.

“We were still thinking about dust as just a solid substance. But it’s actually an aerosol, and can act like a solid and a gas at the same time,” Mutchler explained.

Following this realization, Mutchler collaborated with Daniel Ellestad, specialists in Bengaluru, India, and a team of expert geologists and chemists to redesign the “metering rig.” The company notes that this motor-driven apparatus uses high-pressure air to propel a consistent, controlled amount of proprietary dust into the engine’s flow path. This proprietary mix of sand and particles, dubbed “pixie dust” by the engineers, was specifically developed to perfectly mimic real-world atmospheric conditions found in regions like Dubai.

Stress-Testing the Future of Flight

The CFM RISE Program

The newly developed testing rigs have been installed at GE Aerospace’s Evendale, Ohio campus and its Peebles Test Operation. With simple nozzle modifications, the company states the rig can test all of its engine lines, including the highly anticipated CFM RISE program. Unveiled in 2021 by CFM International (a 50-50 joint venture between GE Aerospace and Safran Aircraft Engines), the RISE program features an “Open Fan” architecture that targets a 20 percent improvement in fuel efficiency compared to current commercial engines.

In late 2025, CFM began utilizing Mutchler’s rig to conduct dust ingestion testing on the RISE program’s next-generation high-pressure turbine (HPT) airfoils and compact engine core. The rig injects dust over thousands of cycles, simulating takeoff, climb, cruise, and landing phases.

“With the RISE technology demonstration program, we’re pursuing durability and efficiency improvements with equal focus,” said Arjan Hegeman, Vice President for the Future of Flight at GE Aerospace.

Peebles Test Operation

The grueling dust ingestion tests are primarily conducted at the Peebles Test Operation, a sprawling 7,000-acre facility in southern Ohio. Originally established in 1954 as a rocket engine test site, GE Aerospace notes that Peebles now serves as the primary testing ground for commercial engines, including the GE90, GEnx, GE9X, and CFM LEAP.

AirPro News analysis

At AirPro News, we view this development as a critical step forward for airline operational economics. Dust ingestion is a primary driver of “time-on-wing” degradation for carriers operating in the Middle East, North Africa, and parts of Asia. When engines ingest microscopic sand and dust, the resulting wear on turbine blades and internal cores forces airlines to remove and overhaul engines far sooner than they would in temperate climates. By successfully modeling dust as an aerosol and testing next-generation architectures like the CFM RISE early in the development cycle, GE Aerospace is directly addressing one of the most costly maintenance pain points for global operators. If the RISE program can achieve its stated 20 percent fuel efficiency gains without sacrificing durability in harsh environments, it will represent a massive competitive advantage in the next decade of commercial aviation.

Frequently Asked Questions (FAQ)

What is dust ingestion testing?
Dust ingestion testing is a process where jet engines are subjected to controlled amounts of airborne particles (like sand and dust) over long periods to simulate the wear and tear they experience in harsh, arid environments.

Why did GE Aerospace need a new testing rig?
According to the company, previous testing equipment was physically breaking down under the mechanical stress of delivering solid dust over testing cycles that can last up to six months.

What is the CFM RISE program?
The CFM RISE program is a technology demonstrator developed by CFM International (a joint venture between GE Aerospace and Safran). It aims to develop an “Open Fan” engine architecture that delivers a 20 percent improvement in fuel efficiency.

Sources

• GE Aerospace

This article is based on an official press release from Pivotal via GlobeNewswire.

On May 26, 2026, light electric vertical takeoff and landing (eVTOL) manufacturer Pivotal announced its official participation as an Original Equipment Manufacturer (OEMs) partner in the Multistate Collaborative eIPP (MSCE). According to the company’s press release, this massive 18-state consortium, led by the Pennsylvania Department of Transportation (PennDOT), has been selected by the Federal Aviation Administration (FAA) to participate in the newly established eVTOL Integration Pilot Program (eIPP).

The announcement marks a significant milestone in the deployment of Advanced Air Mobility (AAM) across the United States. While much of the industry’s historical focus has centered on urban air taxis, the MSCE aims to bring the economic and logistical benefits of eVTOL technology to underserved cities and rural communities across “middle America.”

By joining the MSCE, Pivotal aligns itself with a broad network of state governments, infrastructure stakeholders, and medical logistics operators. We are seeing a coordinated effort to test and implement regional AAM services that can seamlessly translate across state lines, paving the way for the future of commercial flight.

The Multistate Collaborative eIPP (MSCE)

A Massive 18-State Consortium

According to the provided research data, the MSCE functions as a cross-state testing “sandbox” designed to evaluate regional AAM services. Led by PennDOT, the collaborative spans 18 states: Pennsylvania, Virginia, Oklahoma, Maryland, Oregon, Massachusetts, California, North Carolina, Alaska, Illinois, Washington, Maine, New Mexico, New Jersey, Delaware, West Virginia, Wyoming, and Tennessee.

The scale of the MSCE is unprecedented in the AAM sector. The consortium includes six universities, featuring three FAA UAS Test Sites, alongside seven infrastructure stakeholders and over 30 stakeholder partners. In total, the initiative represents 68 sites with the potential to reach over 50 million Americans, according to the project’s stated goals.

Key Partners and Stakeholders

Pivotal is one of three OEM partners selected for the MSCE, joining BETA Technologies and Electra. The collaborative also features four primary operator partners: UPMC STAT Medevac, Nulton Aviation Tri State Charter, United Therapeutics, and Republic Airways. The primary objective of this diverse group is to identify markets with unmet needs, such as emergency medical response and regional cargo, and to develop services that can transition to revenue-bearing commercial operations once the FAA issues type certificates.

The FAA’s eVTOL Integration Pilot Program

Accelerating Advanced Air Mobility

To understand the significance of Pivotal’s announcement, it is essential to look at the broader federal initiative. The eIPP was established following Executive Order 14307, titled “Unleashing American Drone Dominance,” which was signed in June 2025. This executive order directed the U.S. Department of Transportation (DOT) and the FAA to accelerate the safe deployment of AAM vehicles in the National Airspace System.

The DOT announced the initial framework for the eIPP in late 2025 and selected eight lead participants in March 2026. The program now spans 26 states and involves major industry players, making it the largest coordinated experiment in advanced air mobility ever attempted by the U.S. government.

Flipping the Certification Script

Traditionally, aircraft must be fully certified before any commercial operations can begin. However, the eIPP introduces a novel regulatory approach. The program allows selected participants to conduct early commercial operations, such as cargo and medical logistics, under FAA-approved experimental frameworks prior to full type certification. This strategy allows the FAA to gather crucial real-world data to inform and refine future aviation regulations.

Pivotal’s Role and Aircraft

Bringing the Helix and BlackFly to the Sandbox

Based in Palo Alto, California, Pivotal designs, develops, and manufactures light eVTOL aircraft. The company is best known for the BlackFly, which holds the distinction of being the first light powered-lift eVTOL to be commercially available and delivered to U.S. customers. In October 2023, Pivotal unveiled its next-generation production aircraft, the Helix, which officially opened for sales in January 2024.

Pivotal also brings significant manufacturing credibility to the MSCE. According to the company’s background data, Pivotal is the first light eVTOL OEM to achieve AS9100D certification, a rigorous standard indicating high aerospace quality and manufacturing excellence.

In the official press release, Pivotal’s leadership expressed enthusiasm for the collaborative effort and the unique capabilities the company brings to the table.

“Pivotal is proud to serve as a key partner in the Multistate Collaborative eIPP (MSCE), led by PennDOT, and to help integrate advanced air mobility into communities across the country. We are contributing a proven aircraft platform, and with over eight years of human piloted flight experience, we will also be providing our operational expertise, training programs, and technical acumen to the initiative.”, Ken Karklin, CEO of Pivotal

AirPro News analysis

The inclusion of Pivotal in the MSCE, alongside operators like UPMC STAT Medevac and United Therapeutics, highlights a rapidly solidifying industry trend: the eVTOL sector is moving beyond the “flying car” hype. Instead of focusing exclusively on luxury passenger transport for affluent urban commuters, the industry is prioritizing life-saving medical logistics, organ delivery, and rural cargo transport.

This shift is highly strategic. By targeting underserved communities and critical medical missions, AAM companies can demonstrate undeniable public benefit, which is crucial for gaining public acceptance and regulatory approval. The eIPP demonstrates a highly collaborative approach between the federal government, state agencies like PennDOT, and private enterprises. Testing aircraft in diverse environments ensures that upcoming regulations will be robust, safe, and economically viable for all demographics.

U.S. Transportation Secretary Sean P. Duffy recently summarized the federal government’s stance on the broader eIPP initiative, emphasizing the transformative potential of these technologies:

“The future of aviation is here, and it’s going to dramatically improve how people and products move… Working together, we will ensure America leads the way in safely leveraging next-gen aircraft to radically redefine personal travel, regional transportation, cargo logistics, emergency medicine, and so much more.”, U.S. Transportation Secretary Sean P. Duffy

Frequently Asked Questions (FAQ)

What is the Multistate Collaborative eIPP (MSCE)?

The MSCE is an 18-state consortium led by the Pennsylvania Department of Transportation (PennDOT). It acts as a cross-state testing sandbox to evaluate regional Advanced Air Mobility (AAM) services, focusing on underserved cities and rural communities.

What is the FAA’s eVTOL Integration Pilot Program (eIPP)?

Established following a June 2025 Executive Order, the eIPP is an FAA initiative that allows selected participants to conduct early commercial eVTOL operations (like cargo and medical logistics) under experimental frameworks before full type certification is granted. This helps the FAA gather real-world data for future regulations.

Who is Pivotal?

Pivotal is a Palo Alto-based aerospace company that manufactures light eVTOL aircraft. They are known for the BlackFly and their next-generation aircraft, the Helix. Pivotal is the first light eVTOL OEM to achieve AS9100D aerospace quality certification.

Sources: Pivotal Press Release via GlobeNewswire

On May 26, 2026, easyJet and Amsterdam Airport Schiphol officially announced the deployment of fully electric “TaxiBot” technology for Airbus A320neo passenger aircraft. According to the official press release, this initiative allows aircraft to taxi between the gate and the runway without engaging their main jet engines, relying instead on a semi-robotic electric towing vehicle.

The deployment marks a significant milestone for European aviation, as Schiphol becomes the first European airport to introduce the fully electric GEN 2 TaxiBot specifically for Airbus passenger operations. We note that this rollout follows a successful trial in March 2026 and a first commercial passenger flight on April 30, 2026.

By utilizing this technology, easyJet estimates immediate environmental benefits, including the saving of 95 kilograms of aviation fuel and the prevention of 299 kilograms of CO₂ emissions per flight. The project represents a multi-year collaboration involving easyJet, Schiphol Airport, Menzies Aviation, Airbus, and Israeli technology firm Smart Airport Systems (SAS).

The Mechanics of Engine-Free Taxiing

How the GEN 2 TaxiBot Operates

At expansive airports like Schiphol, taxiing to distant runways such as the Polderbaan can take upwards of 20 minutes, traditionally burning thousands of pounds of jet fuel before takeoff. The press release details that the TaxiBot addresses this inefficiency by functioning as a semi-robotic, towbarless electric tractor. It lifts the aircraft’s nose wheel onto a rotating platform and remains attached all the way to the runway threshold, unlike standard pushback tugs that disconnect near the terminal gate.

During the taxi phase, the pilot remains in full control, steering the TaxiBot directly from the cockpit using the standard tiller. The aircraft’s main engines remain switched off, relying solely on the Auxiliary Power Unit (APU) to power onboard electrical systems. The main engines are only started just before takeoff.

According to the provided operational details, the electric tug can tow aircraft at speeds up to 23 knots (approximately 42 km/h). Once uncoupled at the runway, a ground operator sitting inside the TaxiBot drives the vehicle back to the terminal for the next flight. Currently, four easyJet Airbus A320neo aircraft are permanently equipped with this system.

Environmental and Workplace Benefits

Cutting Carbon and Local Pollutants

The transition to electric taxiing offers substantial environmental advantages. Based on easyJet’s data, the TaxiBot saves an average of 95 kg of fuel and 299 kg of CO₂ per flight. Furthermore, Schiphol projects that widespread deployment on long taxi routes could reduce fuel consumption during taxiing by up to 65%.

Beyond carbon reduction, the technology significantly lowers emissions of nitrogen oxides (NOx) and ultrafine particles. This creates a healthier working environment for ground staff by drastically cutting localized noise and air pollution on the apron. Reduced engine usage on the ground may also lower long-term aircraft maintenance requirements.

“TaxiBot is another important step in our mission to operate as efficiently as possible. This technology delivers immediate reductions in fuel consumption, carbon emissions and noise, while supporting more efficient ground operations at one of Europe’s busiest airports,” stated David Morgan, Chief Operating Officer at easyJet, in the press release.

Esmé Valk, Chief People & Transformation Officer at Royal Schiphol Group, added: “By deploying the TaxiBot, we’re taking another practical step towards reduced emissions and noise on the apron. This is how we’re creating a healthier and cleaner workplace, and an ever more sustainable and modern airport that is ready for the future.”

Collaborative Deployment and Future Outlook

Scaling Up for 2030

The initiative is backed by the SESAR HERON project, which receives funding from the European Climate, Infrastructure and Environment Executive Agency (CINEA) and the SESAR 3 Joint Undertaking. Menzies Aviation also played a crucial role in the ground logistics. In the company statement, Miguel Gomez Sjunnesson, EVP Europe at Menzies Aviation, noted that the introduction demonstrates what can be achieved when technology and industry collaboration come together.

Looking ahead, the press release outlines Schiphol’s ambitious target to achieve fully sustainable, emissions-free taxiing operations by 2030. While Schiphol currently operates the only fully electric TaxiBot globally, the airport expects to introduce three additional electric units later in 2026. Efforts are also underway to certify the technology for other aircraft types, including KLM Cityhopper’s Embraer fleet and Transavia’s Boeing 737s.

AirPro News analysis

We view the deployment of the GEN 2 TaxiBot at Schiphol as a highly practical, near-term measure for the aviation sector’s net-zero journey. While SAF and hydrogen propulsion remain long-term goals with significant supply and technological hurdles, ground-based emissions reductions rely on existing, proven technology. If Schiphol’s rollout proves successful at scale, semi-automated, engine-free taxiing could rapidly become a standard feature at major global hubs within the next decade, particularly at airports facing strict local noise and emissions regulations.

Frequently Asked Questions (FAQ)

What is a TaxiBot?
A TaxiBot is a semi-robotic, towbarless electric tractor that lifts an aircraft’s nose wheel and tows it from the gate to the runway. It allows the aircraft to keep its main engines turned off during the taxi phase, saving fuel and reducing emissions.

How much fuel does the TaxiBot save?
According to easyJet, the technology saves an estimated 95 kg of aviation fuel and prevents 299 kg of CO₂ emissions per flight.

Who controls the aircraft during towing?
The pilot remains in full control of the aircraft, steering the TaxiBot directly from the cockpit using the standard tiller.

Are other airlines using this technology at Schiphol?
Currently, the fully electric GEN 2 TaxiBot is deployed for easyJet’s Airbus A320neo fleet. However, Schiphol is working on certifying the technology for KLM Cityhopper’s Embraer fleet and Transavia’s Boeing 737s.

Sources

• easyJet Press Release