MRO & Manufacturing
Boeing Begins Construction on New 787 Assembly Line in South Carolina
Boeing starts building a new $1B 787 Dreamliner assembly line in North Charleston to increase production and create thousands of jobs by 2028.
This article is based on an official press release from Boeing News Now. The original report is paywalled or restricted to internal access; this article summarizes publicly available elements and public remarks.
Massive steel trusses are once again rising into the South Carolina sky, marking a highly visual and traditional milestone in aviation manufacturing. According to an internal company report from Boeing News Now, crews have officially set the “first steel” for a new 1.2-million-square-foot Final Assembly Line (FAL) building at Boeing’s North Charleston campus. This structural progression transitions the site from foundation pouring to vertical framing, signaling tangible momentum for the aerospace giant.
The construction is the centerpiece of a sweeping $1 billion expansion project designed to effectively double Boeing’s 787 Dreamliner manufacturing footprint in the region. Following an official groundbreaking ceremony on November 7, 2025, the rapid vertical progress underscores the company’s urgency to scale up its infrastructure. The new facility will be similar in size to the original assembly building, creating a massive dual-line hub for widebody production.
We are tracking this development closely as it represents a critical step in Boeing’s broader strategy to meet surging global airline demand. With the 787 Dreamliner holding its position as the best-selling widebody passenger airplane in history, the company is racing to increase production rates to 10 jets per month by 2026, fulfilling a massive backlog of Orders.
Scaling Up to Meet Global Demand
The expansion in South Carolina is entirely demand-driven. According to the Boeing News Now report, the 787 program currently boasts a backlog of nearly 1,000 aircraft. This figure represents approximately six years of continuous production, highlighting the sustained appetite among global carriers for fuel-efficient widebody jets. To date, Boeing has delivered over 1,200 Dreamliners to customers worldwide.
To chip away at this backlog, Boeing is currently in the process of transitioning its production rate from seven to eight Dreamliners per month. The firm target, supported by this new infrastructure, is to reach 10 aircraft per month in 2026. Furthermore, company leadership envisions eventually pushing production rates into the “teens” as the new facilities come fully online.
Leadership Perspectives
Boeing executives have emphasized that the financial and structural Investments in North Charleston are direct responses to long-term market forecasts. Stephanie Pope, President and CEO of Boeing Commercial Airplanes, highlighted the strategic necessity of the expansion in a recent company statement.
“We continue to see strong demand for the 787 Dreamliner family and its market-leading efficiency and versatility. We are making this significant investment today to ensure Boeing is ready to meet our customers’ needs in the years and decades ahead. This site expansion is a testament to the incredible work of our Boeing teammates and deepens our commitment to them, to South Carolina, and to American manufacturing.”
, Stephanie Pope, President and CEO, Boeing Commercial Airplanes
Inside the $1 Billion Expansion
While the 1.2-million-square-foot final assembly building is the most visible element of the project, the $1 billion investment encompasses a much wider array of facility upgrades. According to the company’s internal details, the expansion also includes a new parts preparation area, a dedicated vertical fin paint facility, and additional flight line stalls. Furthermore, Boeing is executing upgrades to the Interiors Responsibility Center, the specialized facility where cabin components are manufactured.
The sheer scale of the construction effort is monumental. Managed by a joint venture between HITT Contracting and BE&K Building Group, the project will require an estimated 6.2 million construction labor hours to complete. Boeing expects the new Final Assembly Line to be fully operational and ready by 2028.
Economic and Labor Impact
Beyond its industrial significance, the expansion serves as a major economic driver for the South Carolina region. The construction phase alone is generating 2,500 jobs. Once the facility is operational, Boeing projects the creation of 1,000 new permanent Manufacturing jobs over the next five years to staff the expanded production lines.
“We’re doubling the size of the flight line. We’re doubling the size of the factory. We could one day have four production lines running concurrently. That’s phenomenal, absolutely phenomenal, especially for widebody aircraft builds.”
, Lisa Fahl, VP of Engineering, Boeing Commercial Airplanes
A Decade of Growth in South Carolina
The setting of the first steel carries historical resonance for the North Charleston campus. Boeing originally established its South Carolina operations in 2009. In a moment that closely mirrors today’s developments, the “first steel” for the original 787 assembly building was placed in April 2010, with that facility opening its doors in 2011.
The site’s importance was permanently elevated in 2021 when Boeing made the strategic decision to consolidate all 787 Dreamliner assembly to North Charleston, officially ceasing 787 production at its historic Everett, Washington facility. Today, the South Carolina campus stands as the sole home for the full 787 production cycle, encompassing the 787-8, 787-9, and 787-10 models.
AirPro News analysis
The vertical progression of the new Final Assembly Line is a tangible symbol of Boeing’s post-2020 recovery and its doubling down on widebody manufacturing. While the company has faced intense scrutiny and operational challenges in its narrowbody programs, the 787 Dreamliner remains a vital, stable revenue driver. By committing $1 billion to physical infrastructure in South Carolina, Boeing is signaling absolute confidence in the long-term viability of the 787 program. The 2021 consolidation was a controversial move at the time, but this massive expansion suggests the strategy is yielding the intended operational efficiencies, positioning North Charleston as one of the most critical aerospace manufacturing hubs in the world.
Frequently Asked Questions (FAQ)
When will the new Boeing 787 facility in South Carolina open?
According to Boeing, the new 1.2-million-square-foot Final Assembly Line is expected to be fully ready by 2028.
How many jobs is the expansion creating?
The $1 billion project is creating 2,500 construction jobs and will result in 1,000 new permanent Boeing manufacturing jobs over the next five years.
Why is Boeing expanding the North Charleston plant?
The expansion is driven by market demand. Boeing currently has a backlog of nearly 1,000 orders for the 787 Dreamliner and needs the additional capacity to increase its production rate to 10 jets per month by 2026.
Does Boeing still build the 787 in Washington state?
No. In 2021, Boeing consolidated all 787 Dreamliner assembly to the North-America Charleston, South Carolina site, making it the sole home for the aircraft’s production.
Sources: Boeing News Now
Photo Credit: Boeing
MRO & Manufacturing
CFM56-5A/B Engine Stand Shortage Strains MRO Capacity
CFM56-5A/B engine stand utilization hit 93% in 2026 as delayed deliveries and Spirit Airlines bankruptcy stress MRO supply.
A structural shortage of engine stands for the CFM56-5A/B has pushed utilization rates to record highs, creating logistical bottlenecks for maintenance, repair, and overhaul (MRO) providers servicing the Airbus A320ceo family.
In a press release issued on September 22, 2026, EngineStands detailed the escalating scarcity of ground support equipment for the mature engine type. The shortage, which became a focal point of discussion at the AeroEngines Europe conference in Lisbon, Portugal, is being driven by delayed new-generation aircraft deliveries and a sudden influx of legacy airframes entering the aftermarket.
Utilization rates reach capacity
Data from EngineStands.com illustrates a sharp upward trajectory in demand for CFM56-5A/B support equipment. Throughout 2025, engine stand utilization for the type averaged 77 percent, accompanied by a 60 percent year-over-year increase in overall usage and a 21 percent extension in typical rental durations.
That pressure intensified during the first eight months of 2026. Average utilization climbed to 93 percent, with half of the company’s CFM56-5A/B stand fleet operating at 100 percent capacity from January through August. The equipment provider noted in its May 2026 utilization report that while total stand usage softened slightly compared to heavier maintenance periods, clear pressure points remained across specific engine families.
Market drivers and the Spirit Airlines effect
The CFM International CFM56-5A and CFM56-5B engines power a significant portion of the Airbus A320ceo family, which includes the A318, A319, A320, and A321. With Airbus having delivered approximately 8,100 A320ceo-family aircraft, the scale of the CFM56-5 ecosystem requires massive ground support infrastructure.
Supply chain constraints and delayed deliveries of new-generation narrowbodies, such as the Airbus A320neo and Boeing 737 MAX families, are forcing operators to keep legacy aircraft in service longer. This dynamic keeps mature engines in active, high-frequency shop-visit cycles. Record-breaking summer flight activity in 2026 further accelerated engine maintenance schedules, stressing existing stand capacity ahead of the traditional heavy maintenance season.
A sudden market shock has compounded the structural shortage. According to the EngineStands.com July 2026 utilization report, the bankruptcy of Spirit Airlines flooded the market with older A320ceo engines and airframes returning to lessors. This influx generated immediate demand for engine transitions, storage, and aftermarket support, overwhelming the available supply of specialized stands. Due to the scarcity, operators and MROs are increasingly looking to purchase rather than lease engine stands, with inquiries heavily concentrated on the CFM56-5A/B model.
AirPro News analysis
We view the CFM56-5A/B stand shortage as a leading indicator of broader capacity constraints within the mature narrowbody aftermarket. When operators and MROs cannot secure basic ground support equipment, engine transitions and shop visits face inevitable delays. The shift in customer behavior noted by EngineStands.com, where operators are attempting to purchase rather than lease stands, suggests the industry anticipates this shortage will persist well beyond the 2026 maintenance cycle. As long as new-aircraft delivery delays force airlines to lean on legacy fleets, the infrastructure supporting those older engines will remain under severe strain.
Sources: EngineStands
Photo Credit: Dedienne Aerospace
MRO & Manufacturing
FTAI Aviation and GMF Sign Five-Year Engine MRO Agreement
FTAI Aviation and GMF formalized a five-year MRO deal in Jakarta covering CFM56, LEAP engines, and Honeywell APUs.
FTAI Aviation Ltd. and PT Garuda Maintenance Facility Aero Asia Tbk (GMF) formalized a five-year strategic agreement on September 23, 2026, securing guaranteed engine and auxiliary power unit maintenance capacity for FTAI at GMF’s Jakarta facility. The partnership, signed during the MRO Asia-Pacific 2026 event in Singapore, marks a targeted expansion of FTAI’s maintenance network into the Asia-Pacific region.
According to a joint press release, the collaboration focuses on CFM International CFM56-5B and CFM56-7B engines, CFM LEAP engines, and Honeywell GTCP131-9 series auxiliary power units (APUs). The agreement provides GMF with committed engine volumes while granting the Indonesian maintenance, repair, and overhaul (MRO) provider access to FTAI’s technical expertise and training resources.
Expanding Asia-Pacific maintenance capacity
The formalized agreement addresses a growing industry need for localized maintenance options amid global supply chain constraints. By securing dedicated slots in Jakarta, FTAI aims to reduce turnaround times for operators based in the Asia-Pacific region.
FTAI Aviation President David Moreno stated in the press release that bringing committed engine volumes to GMF places maintenance capacity closer to regional customers, directly enabling faster turnaround times.
GMF Chief Executive Officer Andi Fahrurrozi noted that the partnership responds to increasing engine maintenance demand from FTAI and the broader regional aviation market.
“This collaboration is designed to address customer needs for maintenance slot availability, improved turnaround times, consistent quality, and flexibility,” Fahrurrozi said. “We aim to deliver more competitive MRO solutions for customers across the region. Together with FTAI, we also look forward to exploring broader strategic collaboration opportunities beyond our existing business.”
FTAI Aviation’s global network strategy
The GMF partnership is a core component of FTAI’s broader strategy to transition toward an asset-light model while rapidly scaling its module restoration capacity. During its second-quarter 2026 earnings presentation in July, FTAI management outlined that the Jakarta partnership integrates a 250,000-square-foot facility and 200 dedicated technicians into its global network.
This capacity is required to support FTAI’s stated production targets. The company plans to increase its annual engine module production to 1,700 by 2027, a significant scale-up from the 757 modules produced in 2025.
The Jakarta agreement parallels a similar partnership FTAI recently established with EgyptAir in Cairo. Together, these agreements represent FTAI’s first major maintenance facility investments east of Rome, establishing a decentralized MRO network capable of serving airlines outside of the traditional North American and European maintenance hubs.
Financial positioning and shareholder returns
The formalization of the GMF agreement follows a period of aggressive expansion in FTAI’s Aerospace Products sector. With its primary regional MRO partnerships now secured, the company has begun signaling a shift toward shareholder returns.
On September 15, 2026, FTAI Aviation announced a $500 million share repurchase program. The authorization suggests the company has reached a stabilization point in its capital expenditure requirements for facility expansion, allowing it to allocate capital back to investors while executing on its newly secured maintenance capacity.
AirPro News analysis
We view FTAI’s strategy of locking in guaranteed capacity at regional facilities as a highly effective bypass of the ongoing global engine maintenance bottleneck. Traditional original equipment manufacturer (OEMs) and major independent MRO facilities remain heavily backlogged, particularly for CFM56 and LEAP engine platforms. By partnering with established regional players like GMF and EgyptAir, FTAI secures dedicated slots without the capital burden of building greenfield facilities.
This asset-light approach allows FTAI to scale its module production rapidly to meet its 1,700-unit target for 2027. For GMF, the guarantee of baseline volume from a major lessor and asset manager provides revenue stability and justifies workforce retention and technical training investments. If FTAI can maintain quality control and consistent turnaround times across these decentralized nodes, this model could force other major lessors to rethink their reliance on centralized, heavily congested MRO hubs.
Sources: FTAI Aviation Ltd. Press Release
Photo Credit: Garuda Maintenance Facility Aero Asia
MRO & Manufacturing
MT-Propeller Earns FAA STC for Maule MX-7 Composite Propeller
MT-Propeller receives FAA STC SA12472IB for its two-blade composite propeller on Lycoming-powered Maule MX-7 aircraft.
MT-Propeller Entwicklung GmbH has secured a Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) allowing United States operators of Lycoming-powered Maule MX-7 series aircraft to install the company’s two-blade natural composite propeller.
Announced in a press release on September 24, 2026, the approval (STC SA12472IB) enables the retrofit of the MTV-15-B/203-58 propeller on specific Maule models equipped with the Lycoming O-360-C1F engine. The certification follows the European Union Aviation Safety Agency (EASA) STC 10028096, which was originally issued for the same installation in December 2009.
Performance and weight benefits
The transition to MT-Propeller’s natural composite blades offers measurable performance changes for the Maule MX-7. According to the manufacturer, the installation reduces the aircraft’s weight by up to 10 kilograms (22 pounds) compared to the original factory propeller.
The composite construction features a bonded stainless steel leading edge designed to protect against water and foreign object damage. MT-Propeller Vice President Martin Albrecht stated the design provides the “best vibration damping characteristics for almost vibration free propeller operations” and noted the upgrade delivers “unbeatable esthetic ramp appeal.”
Applicability and fleet context
The FAA STC applies to several variants within the Maule MX-7 family. Approved models include the MX-7-180, MX-7-180B, MX-7-180C, MXT-7-180, MX-7-180A, and MXT-7-180A. The composite blades have no life limitation and are repairable in the event of damage.
The Maule certification adds to MT-Propeller’s extensive portfolio of global approvals. The German manufacturer currently holds 230 STCs worldwide and produces 30 certified propeller models. The company reports having more than 36,500 propeller systems and 145,000 blades in active operation, accumulating over 200 million flight hours across its 45-year history.
The FAA approval follows a series of international certifications granted to MT-Propeller in August 2026. These include a Transport Canada Civil Aviation (TCCA) STC for the Beechcraft King Air 300 series and an ANAC Brazil STC for Piper PA-46 turboprops.
AirPro News analysis
We view this FAA certification as a logical extension of MT-Propeller’s existing European approvals for the Maule MX-7. With the EASA STC in place since 2009, the US validation opens a significant market-analysis of backcountry and utility operators who prioritize weight reduction and vibration control. The 22-pound weight savings is particularly relevant for the Maule airframe, directly increasing useful load for an aircraft frequently utilized in remote, payload-sensitive operations.
Sources: MT-Propeller
Photo Credit: MT-Propeller
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