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

GE Aerospace Deploys “White Light” Robots to Revolutionize Engine Maintenance

In a significant move toward automating the Maintenance, Repair, and Overhaul (MRO) sector, GE Aerospace has unveiled a new robotic inspection system designed to alleviate the physical burden of inspecting critical jet engine components. Dubbed the “Dance of the White Light Robots” for the synchronized movement of its dual robotic arms, the technology was deployed in late 2024 at the company’s Services Technology Acceleration Center (STAC) in Cincinnati, Ohio.

According to the company, this system utilizes high-definition optical scanners and Artificial Intelligence (AI) to inspect High-Pressure Turbine (HPT) disks, components that operate in the hottest, most stressful sections of an aircraft engine. The technology represents the culmination of a five-year joint development effort between GE Aerospace Research in Niskayuna, New York, and the Global Automation and Robotics Center in Bromont, Quebec.

From “Caveman Style” to Digital Twins

Prior to the introduction of this automated workstation, the inspection of HPT disks was a manually intensive process. Technicians relied on flashlights and mirrors to visually scrutinize every millimeter of the complex metal disks to identify scratches, dents, nicks, or corrosion. This method, while effective in the hands of skilled experts, was physically taxing and prone to human fatigue.

Sam Blazek, a Services Technology Leader at GE Aerospace, described the stark contrast between the traditional methods and the new automated workflow:

“Staring at the same part or feature for eight to 12 hours a day can make your head hurt… [we used to inspect] caveman style, by hand. We’re not trying to replace humans with this technology. We want to replicate them.”

The new system addresses these limitations by employing two articulated industrial robots that move in a pre-programmed, choreographed path over the engine part. Instead of lasers, the robots project white light patterns onto the surface to capture precise 3D topographical data. An AI algorithm then analyzes this data in real-time to detect defects that might be invisible to the naked eye.

Creating a Permanent Digital Record

One of the primary advantages of the white light system is its ability to generate a “digital twin” of the component. Unlike a human inspection, which typically results in a binary pass/fail decision or a repair order, the robot creates a comprehensive digital map of the part’s condition. This data is stored for future reference, allowing engineers to track specific wear patterns across a fleet of engines over time.

Jon Hootman, Engineering Director at STAC, emphasized the value of this data consistency in the company’s official statement:

“My ability to have high-quality, consistent, repeatable mapping of the inspection results on a specific part is the magic. It’s the enabler to simplify the programming and logic for all sorts of post-inspection automation opportunities.”

Operational Impact and Efficiency

The deployment of this technology at STAC serves as a proving ground before global rollout. The facility functions as an incubator for scaling MRO technologies. While specific speed metrics for this particular robot remain proprietary, GE Aerospace noted that similar AI-driven tools, such as the Blade Inspection Tool (BIT), have reduced inspection times by up to 50%.

By automating the data collection phase of inspection, GE Aerospace aims to shift the role of skilled technicians from repetitive observation to complex decision-making. The system flags potential defects, but human experts retain the authority to make the final “disposition” on whether a part requires repair or replacement.

AirPro News Analysis

The introduction of white light robotics at GE Aerospace highlights a critical trend in the aviation industry: the shift from reactive to predictive maintenance amidst a tightening labor market. The MRO sector currently faces a shortage of skilled technicians; automating high-fatigue tasks is essential to preserving the workforce.

Furthermore, the creation of “digital twins” for legacy engine parts marks a significant leap in asset management. By digitizing the physical state of HPT disks, airlines and MRO providers can theoretically predict component failures before they occur, moving beyond simple scheduled maintenance. This technology also lays the groundwork for fully automated repair chains, where data from the inspection robot could directly guide automated cleaning, blending, or coating machinery.

Frequently Asked Questions

What is “white light” scanning?
White light scanning, also known as structured light scanning, projects a known pattern of light onto a surface. The system calculates the depth and surface information by analyzing how the pattern distorts when it hits the object, creating a highly accurate 3D model.

Does this robot replace human inspectors?
No. According to GE Aerospace, the goal is to replicate human observation capabilities while eliminating physical fatigue. The robots handle the data collection and initial screening, allowing human technicians to focus on complex decision-making and repairs.

Where is this technology currently used?
The system was first deployed in the fall of 2024 at the Services Technology Acceleration Center (STAC) in Cincinnati, Ohio. It is primarily used for inspecting High-Pressure Turbine (HPT) disks.

Sources

• GE Aerospace

This article is based on an official press release from IATA and additional industry data.

IATA and CFM International Extend Open MRO Agreement Through 2033 Amid Supply Chain Crunch

On January 20, 2026, the International Air Transport Association (IATA) and CFM International announced the renewal of their commercial engine maintenance agreement. The deal, which extends the existing “Conduct Policies” through February 2033, is designed to guarantee an open and competitive market for maintenance, repair, and overhaul (MRO) services for CFM engines.

The agreement covers all CFM commercial engines, including the widely used CFM56 series and the newer LEAP engines powering the Boeing 737 MAX and Airbus A320neo families. According to the joint announcement, the renewal aims to provide airlines with greater flexibility in choosing maintenance providers and parts, a critical factor as the industry grapples with rising costs and capacity bottlenecks.

Core Provisions of the Renewal

The original agreement, first signed in 2018 following an antitrust complaint filed by IATA, established a framework to prevent restrictive practices in the aftermarket. Under the terms of the extension to 2033, CFM International, a 50/50 joint venture between GE Aerospace and Safran Aircraft Engines, reaffirms several key commitments regarding the aftermarket ecosystem.

According to the press release, the agreement enforces the following “Conduct Policies”:

• Technical Access: CFM will continue to license its Engine Shop Manuals (ESM) to third-party MRO facilities, even if those shops utilize non-CFM parts or repairs.
• Non-OEM Parts: The use of Parts Manufacturer Approval (PMA) parts and non-CFM repairs is permitted without automatically voiding warranties on the unaffected portions of the engine.
• Warranty Protections: CFM agrees to honor warranties based on factual causation, meaning they cannot deny coverage for a failure unless it is proven that a non-OEM part caused the specific issue.
• Open Sales: The manufacturer commits to selling CFM parts and performing repairs on engines regardless of whether they contain non-CFM components.

“CFM should be commended for taking the lead… other manufacturers must take notice and step up.”

Willie Walsh, IATA Director General

Addressing the 2025-2026 Supply-Chain Crisis

This renewal arrives at a pivotal moment for the global aviation sector. According to a late-2025 report by IATA and Oliver Wyman, the industry faced an estimated $11 billion in total costs due to supply chain disruptions in 2025 alone. The report specifically attributed $5.7 billion of that surge to engine leasing and maintenance bottlenecks.

The data indicates that airlines spent approximately $3.1 billion on additional maintenance for older aircraft forced to fly longer lifecycles, and $2.6 billion on increased engine leasing costs. Turnaround times (TAT) for engine shop visits, which historically averaged 60 days, have reportedly ballooned to between 75 and 100 days, with some delays extending nearly a year.

Expanding the LEAP Ecosystem

A primary focus of the extended agreement is the LEAP engine, which is currently entering its first major wave of heavy maintenance checks. To mitigate capacity constraints, CFM has developed an “Open MRO Ecosystem.”

As detailed in industry reports surrounding the announcement, this network now includes major third-party providers licensed to perform full overhaul services, such as Air France Industries KLM E&M, Delta TechOps, Lufthansa Technik, ST Engineering, StandardAero, and the recently added MTU Maintenance facility in Dallas. The agreement provides the legal certainty these providers require to invest in the tooling and training necessary to service the growing fleet of LEAP engines.

AirPro News Analysis

While the extension of this agreement provides stability, it also serves as a strategic signal to the broader propulsion market. By securing a commitment to open competition through 2033, IATA is effectively setting a standard for aftermarket behavior that contrasts sharply with more restrictive models seen elsewhere in the industry.

Willie Walsh’s comments suggest that IATA intends to use this partnership as leverage to pressure other original equipment OEMs to adopt similar practices. With competitors facing criticism for proprietary repair networks and durability issues, the “open shop” model championed by the IATA-CFM deal may become a crucial differentiator for airlines selecting future fleet powerplants. However, as Walsh noted, the deal is “not a panacea”; while it removes legal barriers to competition, it does not immediately solve the physical shortage of parts and skilled labor currently hampering global MRO capacity.

Sources

• IATA Press Release

This article is based on an official press release from Gama Aviation.

Gama Aviation Expands MRO Capabilities with UK CAA Approval for Learjet 45 and 60 Fleets

Gama Aviation has officially secured UK Civil Aviation Authority (CAA) Part 145 approval to perform maintenance on Learjet 45 and Learjet 60 aircraft. Announced on January 15, 2026, this regulatory clearance allows the company to conduct extensive maintenance operations at its Bournemouth International Airport (EGHH) facility, marking a significant expansion of its service portfolio for business jet operators.

According to the company’s press release, the new approvals cover both Line and Base Maintenance for the Learjet 45 (including the 40 and 45 variants) and Base Maintenance for the Learjet 60. This development positions Gama Aviation to capture a larger share of the lifecycle support market for these widely used, albeit out-of-production, airframes.

Strategic Expansion at Bournemouth

The approval is centered at Gama Aviation’s 135,000-square-foot maintenance hub in Bournemouth. This facility, which serves as the blueprint for the company’s global maintenance, repair, and overhaul (MRO) operations, is designed to handle complex heavy maintenance tasks. By securing “Base Maintenance” authorization, Gama Aviation can now perform invasive, long-duration inspections, such as 12-year structural checks, rather than being limited to routine line maintenance.

Paul Kinch, Managing Director of MRO at Gama Aviation, emphasized that this move is part of a deliberate strategy to broaden their support network.

“This latest approval reflects our measured approach to expanding approved maintenance scope… building sustainable, trusted maintenance support.”

Paul Kinch, Managing Director MRO, Gama Aviation

This announcement coincides with a broader push by the company to offer “end-to-end” solutions. In parallel with the fixed-wing expansion at Bournemouth, Gama Aviation is opening a new purpose-built rotorcraft paint shop at its Staverton “Rotary Centre of Excellence” in January 2026. These simultaneous developments suggest a corporate strategy focused on minimizing downtime for owners by consolidating maintenance, paint, and modifications under a single service umbrella.

Technical Scope and Fleet Relevance

The specific approvals granted by the UK CAA address a critical need for operators of aging business jets. The Learjet 45 and 60 fleets are considered “mature” assets. With production of the Learjet brand having ended in 2022, the existing fleet is aging, necessitating more frequent and intensive maintenance interventions to remain airworthy.

Approval Breakdown:

• Learjet 45 (and variants): Approved for Line and Base Maintenance. This covers everything from minor A-checks (every 300–600 hours) to major structural inspections.
• Learjet 60: Approved for Base Maintenance. This focuses on heavy checks, such as the 12-year inspection, which often involves stripping the aircraft interior and flight controls to inspect for corrosion and fatigue.

AirPro News Analysis: The “Mature Fleet” Opportunity

The following section contains analysis by AirPro News.

Gama Aviation’s decision to target the Learjet 45 and 60 markets is a calculated move to capitalize on the “long tail” of aviation asset lifecycles. While manufacturers focus on selling new jets, MRO providers often find higher margins in supporting out-of-production models. As these aircraft age, they require heavier maintenance events, such as landing gear overhauls and corrosion rectification, which are high-revenue events for service centers.

By establishing Base Maintenance capabilities in Bournemouth, Gama Aviation is positioning itself to compete directly with incumbents like Zenith Aviation, based at Biggin Hill, who also hold strong Bombardier and Learjet capabilities. Gama’s competitive edge may lie in the logistics of its Bournemouth location, which typically offers lower overheads and landing fees compared to London-centric airports, potentially offering a cost advantage to operators facing expensive heavy maintenance bills.

Furthermore, the timing aligns with the industry reality that as fleets age, the complexity of keeping them airworthy increases. By securing the ability to perform deep “Base” maintenance, Gama ensures it captures the high-value portion of the MRO spend, rather than just the lower-margin transient line service.

Frequently Asked Questions

What is the difference between Line and Base Maintenance?
Line maintenance refers to routine, minor checks that can be performed on the ramp or during short stops (e.g., tire changes, fluid checks). Base maintenance involves heavy, scheduled inspections where the aircraft is taken out of service for weeks, often requiring a hangar and significant disassembly.

Why is the Learjet approval significant now?
Since Learjet production has ceased, the existing fleet is aging. Older aircraft require more intensive maintenance to meet safety standards. Gama Aviation’s approval allows them to service this specific, high-demand segment of the market.

Where will this work be performed?
The maintenance will be conducted at Gama Aviation’s facility at Bournemouth International Airport (EGHH) in the United Kingdom.

Sources

• Gama Aviation Press Release