Regulations & Safety
FAA Certifies Renishaw-Powered 3D Printed Aerospace Component
Tronosjet Manufacturing achieves FAA certification for titanium aircraft part using Renishaw additive manufacturing, advancing aerospace 3D printing adoption.
Renishaw Helps Tronosjet Manufacturing Achieve FAA Certification: A Milestone in Aerospace Additive Manufacturing
The collaboration between Renishaw and Tronosjet Manufacturing marks a pivotal advancement in aerospace additive manufacturing. Tronosjet, a Canadian aerospace firm, successfully achieved Federal Aviation Administration (FAA) certification for a critical engine component produced using Renishaw’s metal 3D printing technology. This accomplishment represents one of the first FAA-approved metallic additive manufacturing (AM) parts under the Parts Manufacturer Approval (PMA) framework, signaling a significant step forward in the integration of AM in regulated aerospace applications.
The certified component, an engine thrust control pulley bracket, is a Class 1 critical part used in BAe 146 and AVRO RJ series aircraft. Manufactured from titanium alloy (Ti-6Al-4V), the part demonstrated mechanical performance far exceeding its original magnesium counterpart. This achievement not only validates the technical capabilities of additive manufacturing but also demonstrates a viable certification pathway for future AM components in aerospace.
Tronosjet Manufacturing: Pioneering Aerospace Additive Manufacturing
Founded in 2001, Tronosjet began as an aircraft leasing and maintenance company, managing a fleet of over 60 BAe 146/Avro RJ aircraft. With a foundation in aircraft conversions and regulatory compliance, the company expanded into manufacturing in 2016, launching an additive manufacturing division focused on aerospace applications. The facility in Charlottetown, Prince Edward Island, is certified under Transport Canada and AS9100 standards, enabling it to design, produce, and certify aerospace components.
Tronosjet’s transition to additive manufacturing was driven by the need to address limitations in traditional manufacturing, particularly for legacy aircraft with diminishing parts availability. Using metal AM, Tronosjet sought to produce complex, low-volume components with reduced lead times and no need for tooling. The company strategically chose a high-impact demonstrator project to validate its AM capabilities and regulatory strategy, the engine thrust control pulley bracket.
The bracket, responsible for redirecting engine control cables, was originally cast in magnesium, a material prone to corrosion and mechanical degradation. By redesigning the part in titanium and manufacturing it using laser powder bed fusion, Tronosjet aimed to improve performance, reduce maintenance, and demonstrate compliance with stringent FAA safety standards.
Material Upgrade and Design Optimization
The shift from magnesium to titanium (Ti-6Al-4V) was a critical component of the project. Titanium offers superior strength, corrosion resistance, and fatigue life, all crucial for aerospace applications. The additive manufacturing process allowed Tronosjet to maintain the original geometry while improving material properties, enabling a direct replacement without requiring changes to the aircraft structure or systems.
Material testing confirmed that the titanium bracket could withstand over 22,000 pounds of force, compared to the original part’s limit of 4,000 pounds. This fivefold increase in load-bearing capacity provided compelling evidence to the FAA of the part’s robustness and reliability, especially given its role in engine control systems.
Additionally, additive manufacturing enabled Tronosjet to eliminate casting defects and streamline the supply chain, offering a scalable solution for other critical components facing similar obsolescence challenges.
“The bracket’s superior tensile strength shows that the titanium print is capable of withstanding significantly higher loads than required when the aircraft is in flight.”, Jeff Campbell, Tronosjet
FAA Certification: Navigating Regulatory Challenges
Achieving FAA certification for a Class 1 critical component is no small feat. Under the PMA process, applicants must demonstrate that their parts meet or exceed the performance of original components. Tronosjet pursued the most rigorous pathway, compliance by test and computation, requiring exhaustive documentation and testing.
The FAA’s evaluation included scrutiny of powder material properties, build consistency, and post-processing. Tronosjet had to prove that its manufacturing process could reliably produce parts with consistent mechanical properties, despite the inherent variability of additive manufacturing. This involved developing a controlled, repeatable process using Renishaw’s AM systems and submitting over 2,000 pages of supporting data.
Key challenges included managing anisotropy in the printed metal, ensuring defect-free builds, and validating long-term performance under operational stresses. Tronosjet addressed these through rigorous mechanical testing, including fatigue and tensile tests, as well as non-destructive evaluation techniques like CT scanning and ultrasonic inspection.
Renishaw’s Role in the Certification Journey
Renishaw provided three advanced AM machines to Tronosjet, including the RenAM 500M, which was used to produce the certified bracket. These systems offer high-precision laser melting capabilities, inert gas environments for reactive materials like titanium, and integrated monitoring tools for quality assurance.
Working closely with Tronosjet, Renishaw’s engineering team helped optimize build parameters, reduce internal defects, and develop post-processing workflows that met aerospace standards. The collaboration extended to documentation and process validation, which were critical to satisfying FAA requirements.
Renishaw’s systems also enabled Tronosjet to avoid powder recirculation, enhancing traceability and reducing contamination risks. This meticulous approach to process control played a key role in the successful certification of the bracket.
“We’re grateful for Renishaw’s engineering prowess and support, it delivered great products, which have been critical for us achieving certification.”, Jeff Campbell, Tronosjet
Impact on Aerospace and Beyond
The FAA certification of an additively manufactured Class 1 component sets a new benchmark for the aerospace industry. It demonstrates that with the right processes, materials, and validation, AM can meet the highest safety standards. This milestone is likely to accelerate the adoption of AM for other critical components, particularly in legacy aircraft platforms where traditional supply chains are no longer viable.
Industry experts view this achievement as a turning point. The ability to produce certified, high-performance parts on-demand opens new possibilities for fleet maintenance, design innovation, and cost reduction. It also supports sustainability goals by minimizing material waste and enabling lightweight designs that improve fuel efficiency.
Beyond aerospace, the success of the Tronosjet-Renishaw project has implications for other regulated sectors such as medical devices and defense, where certification remains a barrier to AM adoption. The methodologies and documentation developed through this project offer a roadmap for future efforts across industries.
Conclusion
Tronosjet’s collaboration with Renishaw marks a major milestone in the journey toward fully certified additive manufacturing in aerospace. By achieving FAA certification for a critical titanium component, the project has proven that AM can deliver not only technical performance but also meet the most stringent regulatory standards.
This success story sets the stage for broader adoption of AM in aerospace and other industries. It highlights the importance of strategic partnerships, rigorous validation, and a commitment to quality. As technology advances and regulatory frameworks evolve, the Tronosjet-Renishaw achievement will remain a reference point for what is possible when innovation meets discipline.
FAQ
What part did Tronosjet get certified by the FAA?
The engine thrust control pulley bracket for BAe 146 and AVRO RJ series aircraft.
What material was used for the certified part?
Titanium alloy Ti-6Al-4V (Grade 5), replacing the original magnesium component.
Why is this certification significant?
It is one of the first FAA-certified metallic AM parts for a Class 1 critical application, setting a precedent for future certifications.
What role did Renishaw play?
Renishaw supplied the AM systems and supported process optimization, quality assurance, and documentation for FAA compliance.
What are the broader implications of this achievement?
It paves the way for increased use of additive manufacturing in regulated industries, improving supply chain resilience and enabling design innovation.
Sources
Design Development Today, MTDCNC, OneStopNDT, EPMA, Tronosjet, Renishaw Case Study
Photo Credit: Tronosjet Manufacturing
Regulations & Safety
FAA Launches MedGuide Medication Database for Aviators
The FAA launched MedGuide on Oct. 1, 2026, giving pilots and air traffic controllers an official tool to verify medication compliance.
The Federal Aviation Administration (FAA) launched an interactive online database on October 1, 2026, designed to help pilots and air traffic controllers determine whether specific prescription and over-the-counter medications are acceptable for flight duties.
Dubbed MedGuide, the platform addresses a longstanding information gap that previously required aviators to consult scattered third-party lists or contact Aviation Medical Examiners (AMEs) directly to verify medication compliance. The official release arrives as the agency faces mounting congressional pressure to modernize its aeromedical clearance processes and improve transparency for aviation professionals.
Navigating the new medication database
The initial release of the tool, designated as Version 1.0, intentionally includes only medications that the FAA categorizes as allowed for use during flight or safety-related duties. Users can search for specific pharmacological treatments to verify their compliance status and review any associated operational restrictions.
A core component of the new guidance is the formalization of wait periods. The FAA established a standard minimum wait time required before an aviator can return to the flight deck or radar screen after beginning a new treatment regimen.
“When starting a new medication, in most cases, a 48-hour wait time is required before returning to safety-related duties. This period allows the medication to take effect and ensures no aeromedically significant side effects develop,” the FAA stated in its official MedGuide documentation.
The agency explicitly noted that the presence of a medication on the allowed list does not automatically clear an aviator to fly. The underlying medical condition being treated must also be evaluated for clinical stability. The FAA stressed that the online tool is not intended to replace an individualized assessment by a certified AME.
Industry response to aeromedical transparency
Prior to the launch of MedGuide, pilots and air traffic controllers lacked a centralized, official, and public-facing database to check medication compliance. Aviators frequently had to rely on advisory services provided by industry associations or direct consultations with medical professionals. This fragmented approach often created uncertainty and administrative delays when aviators attempted to verify their medical status before applying for or renewing a medical certificate.
The National Business Aviation Association (NBAA) welcomed the new platform, noting that it provides the definitive guidance flight crews have long requested.
“Pilots are accustomed to clear, if-then directions, and MedGuide offers a more direct way to understand both prescription and over-the-counter medications, including any wait time after an initial or subsequent dose,” said Mark Larsen, Director of Safety and Flight Operations for the NBAA.
Larsen added that the tool equips aviators to make safe, fit-for-flight decisions about medication use, calling the database a significant step in the right direction for the industry.
Legislative mandates and rulemaking origins
The development of MedGuide by the FAA Office of Aerospace Medicine (AAM) stems directly from industry feedback and formal regulatory review. The AAM is responsible for the medical certification of all U.S. civil airmen and the medical clearance of air traffic control specialists, overseeing the national network of AMEs.
On April 1, 2024, the Mental Health and Aviation Medical Clearances Aviation Rulemaking Committee (ARC) issued a report to the FAA containing 24 specific recommendations. The committee identified a critical need for accessible, transparent medical information, which spurred the creation of the MedGuide platform.
The October 1, 2026, launch also coincides with significant legislative action in Washington. On September 24, 2026, the U.S. Senate passed the Aviation Medication Transparency Act of 2026 (S. 3258). The bipartisan bill requires the FAA to publicly list medications that aviation professionals can safely use, as well as those they should avoid, along with specific wait times.
On the same day, the Senate passed the John A. Hauser Mental Health in Aviation Act (S. 3257), which mandates the FAA to update mental health guidance and improve the efficiency of the Special Issuance Medical Certification process. Both bills are currently pending in the U.S. House of Representatives.
Over the next several months, the FAA plans to expand the MedGuide database in subsequent releases. Future iterations will include conditionally acceptable medications, prohibited medications, and guidance on additional underlying medical conditions.
AirPro News analysis
We view the launch of MedGuide as a necessary operational shift for the FAA Office of Aerospace Medicine. By publishing an official, public-facing database, the regulator is moving away from a historically opaque clearance process that often generated anxiety among aviators seeking routine medical care. The timing of Version 1.0 is highly strategic. Releasing the tool just days after the Senate passed S. 3258 allows the FAA to demonstrate proactive compliance with the core requirements of the legislation before it potentially becomes law.
Offloading routine medication queries to an automated, self-service system should incrementally reduce the administrative burden on Aviation Medical Examiners. By empowering pilots to independently verify the status of common over-the-counter and prescription drugs, AMEs and the AAM can theoretically redirect their resources toward processing the persistent backlog of complex Special Issuance cases.
Photo Credit: FAA
Regulations & Safety
FAA Proposes Torque Inspection AD for 980 Airbus Helicopters
FAA NPRM targets AS350, AS355, and EC130 helicopters over a nut retainer coating flaw that risks main rotor servo-control disconnection.
This is original reporting and analysis by AirPro News.
The Federal Aviation Administration (FAA) has proposed a new airworthiness directive (AD) mandating torque inspections on the main rotor servo-controls of 980 Airbus Helicopters AS350, AS355, and EC130 aircraft registered in the United States.
Published as a Notice of Proposed Rulemaking (NPRM) on October 19, 2026, the regulatory action addresses a mechanical vulnerability where paint or protective coating on a nut retainer can cause a loss of tightening torque. If left undetected, the FAA warns this condition could lead to the disconnection of the upper ball bearing end from the main rotor (MR) servo-control. Such a failure would result in a complete loss of helicopter control.
Inspection requirements and compliance timelines
The proposed directive targets specific members of the Airbus Helicopters Ecureuil family. The affected models include the AS350B3, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters. Under the FAA proposal, operators must perform an initial inspection of the nut tightening torque on the upper ball bearing end of all MR servo-controls within 165 flight hours or six months, whichever occurs first.
The NPRM also outlines strict requirements for follow-up inspections to ensure ongoing safety. Any time an MR servo-control featuring an affected part is installed or reinstalled on an aircraft, maintenance personnel must conduct a subsequent torque check. This secondary inspection must take place between two and 10 flight hours after the installation is complete.
The FAA is accepting public comments on the NPRM through December 3, 2026. Following the closure of the comment period, the agency is expected to review industry feedback and issue a final rule mandating the inspections. The current regulatory action is classified as an interim measure. Airbus Helicopters is actively developing a permanent design change to the nut retainer that will eliminate the problematic paint or protective coating entirely, which will likely prompt further regulatory updates once certified.
Tracing the servo-control vulnerability
The engineering investigation that led to the current NPRM originated with a different Airbus Helicopters product line. In 2024, the European Union Aviation Safety Agency (EASA) received reports of two separate instances where torque was lost between the upper ball bearing end and the MR servo-control on Dauphin and EC155 helicopters. In one of those documented cases, the components completely disconnected in flight.
That discovery prompted EASA to issue an AD for the Dauphin family on June 6, 2024. The FAA subsequently mirrored that action with its own directive for U.S.-registered Dauphin helicopters on July 10, 2025. Following those initial reports, Airbus Helicopters launched a broader engineering analysis to determine the root cause of the torque loss. The manufacturer concluded that the presence of paint or protective coating on the lock washer and nut retainer compromised the friction required to maintain proper tightening torque over time.
During this investigation, the manufacturer determined that the AS350, AS355, and EC130 families share this exact design vulnerability in their main rotor flight control systems. In response to these findings, Airbus Helicopters issued Alert Service Bulletins on April 1, 2026, mandating torque checks across the affected Ecureuil fleet. EASA followed up by issuing AD 2026-0132 on July 8, 2026, to mandate the inspections for European operators. The FAA publication of the NPRM on October 19, 2026, aligns U.S. regulations with the European mandates.
Market context and fleet impact
The Airbus Helicopters Ecureuil family, currently marketed under the H125 and H130 designations, represents one of the most successful light utility helicopter programs in aviation history. Airbus Helicopters has delivered more than 7,200 Ecureuil family aircraft worldwide.
The large number of affected U.S. aircraft reflects the heavy utilization of the type across the country. The AS350 and EC130 platforms are heavily utilized across the aviation industry for critical missions, including law enforcement, emergency medical services, aerial firefighting, powerline maintenance, and passenger transport. The 980 helicopters of U.S. registry represent a significant portion of the active domestic rotorcraft fleet.
AirPro News analysis
The sheer volume of U.S.-registered aircraft affected by this NPRM highlights the industry reliance on the AS350 and EC130 platforms. With 980 airframes requiring initial and recurring torque checks, maintenance providers and fleet operators will need to carefully schedule these inspections to avoid grounding critical public service assets. Because the FAA 165-hour compliance window is relatively short for high-utilization operators like air medical and police units, we expect a rapid mobilization of maintenance personnel once the final rule is published. The recurring inspection requirement for newly installed parts will also add a layer of logistical complexity for maintenance, repair, and overhaul facilities until Airbus Helicopters can field its permanent hardware redesign.
Photo Credit: Airbus
Regulations & Safety
Istanbul to Host International Aviation Law Conference on Sanctions, Drones and AI
Hudson Morgan Williams’ International Aviation Law Conference, November 5–6, 2026, features former ICAO Council President Salvatore Sciacchitano as keynote speaker and six panels ranging from arbitration to eVTOLs.
The International Aviation Law Conference will take place in Istanbul, Türkiye, on November 5–6, 2026, bringing together aviation lawyers, regulators, academics and airline and airport executives. The event opens with an invitation-only gala dinner on Thursday, November 5, followed by a full conference day at the Çırağan Palace Kempinski on Friday, November 6. The organisers expect more than 300 attendees and more than 20 speakers.
The conference is organised by Hudson Morgan Williams, a London-based law firm, which describes it as the first Aviation Law Conference in Istanbul. AirPro News is a media partner of the conference.
Six panels, from arbitration to eVTOLs
The conference day opens with a panel on the future of aviation law and the role of arbitration courts, covering aircraft lease and financing disputes, aviation insurance and liability, and contract enforcement. A second panel looks at sanctions and their impact on aviation, including leasing and finance, compliance and jurisdictional challenges. A third turns to the integration of drones into global airspace, from defence and border-security drones to unmanned traffic management and passenger drones.
After the networking lunch, Salvatore Sciacchitano gives the keynote speech at 13:50. The afternoon panels cover how AI will shape the future of aviation, including liability, insurance and regulation; how smart airports and cost-effective airlines can make aviation cheaper to operate; and urban air mobility and eVTOL aircraft, with certification, vertiport regulation, passenger rights, insurance and noise on the agenda.
The organisers note that the programme and speakers are subject to change, and the line-up for each panel has not been announced yet.
Speakers
Sciacchitano led the ICAO Council from 2020 to 2025, a period that included the adoption of the long-term goal of net-zero carbon emissions for international aviation by 2050. He previously served as Executive Secretary of the European Civil Aviation Conference (ECAC) and as Deputy Director General of ENAC, Italy’s civil aviation authority, and is now an ICAO Goodwill Ambassador.
Güliz Öztürk has been CEO of Pegasus Airlines since 2022, after serving as the airline’s Chief Commercial Officer from 2010.
Speakers listed on the conference website also include:
- Selahattin Bilgen, CEO of İGA Istanbul Airport
- Utku Coşar, independent arbitrator and Vice President of the LCIA Court
- Prof. Dr. Elmar Giemulla, professor of aviation law and attorney in Berlin and New York
- Prof. Francesca Pellegrino, Professor of Air and Space Law at the University of Messina
- Haydar Yalçın, former Deputy Director General of Türkiye’s Directorate General of Civil Aviation
- Tasman Tam, barrister in Hong Kong
- Afgan Bakhishov, Advisor to the Chairman of Azerbaijan Airlines
- Mesut Yılmaz, eVTOL Program Director at Gözen Holding
Pegasus Airlines and Corendon Airlines are among the conference’s sponsors, alongside the Turkic Arbitration Association, the International Institute of Air and Space Law at Leiden University, Özyeğin University and Studio Legale Pierallini, with Argela as a supporter.
Why Istanbul
Istanbul is the home base of Turkish Airlines and Pegasus Airlines, and İGA Istanbul Airport ranks among Europe’s busiest airports. The city will also host the Istanbul Aviation Forum on April 27–28, 2027.
How to attend
Tickets for the conference day cost €250 per attendee, and the gala dinner is by invitation only. The full programme, speaker list and registration are available on the International Aviation Law Conference 2026 website.
The conference is also listed in the AirPro News Aviation & Aerospace Events Calendar 2026–2027.
Photo Credit: Hudson Morgan Williams
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