Technology & Innovation
GE Aerospace Launches Next-Gen Dust Ingestion Testing Rig for Engines
GE Aerospace deploys a dust ingestion testing rig treating dust as an aerosol to enhance engine durability testing for the CFM RISE program.
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
Photo Credit: GE Aerospace
Technology & Innovation
Joby Aviation and Toyota Form eVTOL Manufacturing Joint Venture
Joby Aviation and Toyota establish a joint venture to manufacture the S4 eVTOL, with Toyota holding a 51% stake.
Joby Aviation, Inc. (JOBY) and Toyota Motor Corporation (TM) have formalized their nearly decade-long partnership by establishing a joint venture to manufacture electric vertical take-off and landing (eVTOL) aircraft. The new entity, named the Joby Toyota Aero Manufacturing Preparation Company, will focus on scaling commercial production of the Joby S4 Series eVTOL aircraft.
Announced in a press release on June 30, 2026, following a U.S. Securities and Exchange Commission (SEC) 8-K filing on June 29, 2026, the alliance combines Joby’s electric aviation technology with Toyota’s established production systems expertise. The joint venture will operate across locations in Santa Cruz, California, and Toyota City, Japan.
Joint venture structure and financial stakes
Toyota holds a 51 percent majority stake in the new manufacturing company, acquired through the purchase of 1.02 million shares for $1.02 million. Joby retains the remaining 49 percent stake, having purchased 980,000 shares for $980,000. The joint venture will be governed by a five-member board of directors, with three members designated by Toyota and two designated by Joby.
The agreement includes specific intellectual property licensing arrangements between the two parent companies. Joby will license certain aircraft-related intellectual property to the joint venture on a royalty-free basis. In return, Toyota will license manufacturing-related intellectual property to the venture, which includes certain royalty-bearing rights.
Scaling eVTOL production
The formal joint venture builds upon a foundation of significant financial and technical support from the Japanese automaker. Toyota has provided approximately $900 million in total capital to Joby to date. The automaker is already providing technical assistance as Joby establishes a series production line for the S4 eVTOL aircraft at a facility in Ohio.
In the June 30 press release, Joby Aviation founder and CEO JoeBen Bevirt highlighted the depth of the corporate relationship.
“Toyota has been by Joby’s side for nearly a decade, providing invaluable guidance and support as we built the foundation for Manufacturing our aircraft. Today’s announcement reflects the strength of our relationship and our shared confidence in the opportunity ahead.”
Toyota Motor Corporation Chairman Akio Toyoda stated that the company views air mobility as a natural extension of its philosophy of providing mobility for all, expanding its focus from the ground into the sky to bring new value to society.
Certification progress and next steps
The manufacturing alliance aligns with Joby’s ongoing Certification efforts with the U.S. Federal Aviation Administration (FAA). During the first quarter of 2026, Joby began flying its first FAA-conforming aircraft for type inspection authorization. This testing phase is a required step as the company works toward achieving full FAA type certification for the S4 Series.
With the joint venture now legally established, the two companies will begin integrating their engineering and manufacturing teams across the California and Japan facilities to prepare for high-volume aircraft production.
AirPro News analysis
We view the formalization of the Joby Toyota Aero Manufacturing Preparation Company as a critical de-risking event for Joby’s production ambitions. While designing and certifying an eVTOL aircraft presents significant regulatory hurdles, manufacturing these vehicles at scale with automotive-style efficiency is an entirely different challenge that has historically troubled aerospace Startups. By securing a majority-stake commitment from Toyota, Joby gains direct access to one of the world’s most proven manufacturing systems. Furthermore, the intellectual property arrangement, where Toyota retains royalty-bearing rights on its manufacturing processes, suggests the automaker sees long-term revenue potential in aerospace production beyond its initial capital Investments.
Photo Credit: Joby Aviation
Sustainable Aviation
KBR Selected for Asia’s First Ethanol-to-Jet SAF Plant in Singapore
KBR will provide PureSAF technology licensing and FEED services for a 100,000-ton/year SAF facility on Jurong Island, Singapore.
On June 29, 2026, KBR announced its selection by Keppel Ltd. and Aster Chemicals and Energy to provide technology licensing and Front-End Engineering Design (FEED) services for a proposed 100,000-ton-per-year SAF (SAF) facility on Jurong Island, Singapore.
The planned facility is envisioned as Asia’s first commercial-scale ethanol-to-jet (EtJ) SAF plant. According to the KBR press release, the project will utilize the company’s PureSAF technology to produce a 100% drop-in jet fuel, supporting Singapore’s national mandate to increase sustainability usage across the aviation sector.
PureSAF technology and project scope
The Jurong Island facility will leverage PureSAF, a technology originally developed by Swedish Biofuels AB and engineered for commercial-scale production by KBR, which holds the exclusive global license. The process is designed to convert ethanol into aviation fuel that requires no blending with conventional Jet A or Jet A-1 before use.
In a statement accompanying the announcement, KBR President and CEO Stuart Bradie highlighted the system’s flexibility.
“KBR’s PureSAF is a feedstock-flexible, bankable technology that is designed to deliver a 100% drop in jet fuel, ready to power aircraft without blending. We are constantly innovating our SAF solution to make it compatible with feedstock availability in different regions and to enable the aviation industry to transition to low-carbon jet fuel with a cost-optimized approach.”
The FEED study will determine the technical configuration and project capital expenditure required for the facility. The development remains subject to regulatory approvals and a final investment decision (FID) by the project partners.
Aligning with Singapore’s aviation mandates
The selection of KBR follows a January 28, 2026, agreement between Keppel’s Infrastructure Division and Aster to jointly assess the development of the Jurong Island site. Aster operates as a joint venture between Indonesian petrochemical company Chandra Asri and Swiss commodities trader Glencore.
The proposed 100,000-ton annual production capacity aligns directly with targets set by the Civil Aviation Authority of Singapore (CAAS). Starting in 2026, the CAAS mandates a 1% SAF uplift for all departing flights from the country, with a stated goal of increasing that requirement to between 3% and 5% by 2030.
Alongside the SAF plant contract, KBR and Keppel signed a Memorandum of Intent to collaborate on broader energy transition initiatives. The companies plan to explore technologies related to waste-to-energy, plastic recycling, biofuels, and artificial intelligence-driven digitalization.
AirPro News analysis
We view the progression of the Jurong Island project to the FEED stage as a critical indicator of the Asia-Pacific region’s readiness to scale SAF production. While North America and Europe have led early SAF capacity investments, Singapore’s firm regulatory mandate provides the demand certainty required to underwrite commercial-scale facilities in Southeast Asia. The choice of an ethanol-to-jet pathway is particularly notable, as it allows operators to bypass the constrained supply of fats, oils, and greases that limit hydroprocessed esters and fatty acids (HEFA) production volumes. The project’s ultimate realization hinges on the upcoming final investment decision, which will test the commercial viability of the EtJ process in the current economic environment.
Sources: KBR
Photo Credit: KBR
Technology & Innovation
Mako Aerospace Indicates $28M Series A for Electric Jet Engine
Scottish startup Mako Aerospace indicates a $28M Series A to advance its superconductor-based all-electric jet engine prototype.
Mako Aerospace, a Scottish aerospace startups developing all-electric jet engine technology, has indicated the closure of a $28 million Series A funding round to advance its propulsion systems.
A URL published on the company’s domain outlines the capital injection for the Dunfermline-based manufacturers. Mako Aerospace is currently developing “The Forerunner,” an all-electric jet engine prototype utilizing superconductor technology designed to extend the range of electric aircraft.
Advancing all-electric propulsion
Led by Chief Executive Officer Kieran Duncan and Chief Operations Officer Pia Saelen, Mako Aerospace is focused on reducing operating expenses for aircraft operators. The company targets a 70% reduction in fuel costs compared to traditional turboprop engines using its proprietary technology.
In September 2022, Mako Aerospace announced a partnerships with the National Manufacturing Institute Scotland (NMIS) to manufacture the prototype of its electric jet engine. The reported $28 million Series A would provide the capital required to scale this development and pursue experimental certification for the propulsion system.
Funding verification and industry context
The $28 million funding figure originates from a dedicated URL on the Mako Aerospace website. The primary press release is not currently accessible through public web searches, and the funding round has not yet been confirmed by regulatory filings or secondary financial press.
If completed, a $28 million Series A represents a substantial investments in the electric aviation sector. Startups developing novel propulsion systems require significant early-stage capital to transition from conceptual design to physical prototyping and testing.
AirPro News analysis
We note that while the $28 million figure is substantial for a regional aerospace startup at this stage, the lack of accessible public filings or widespread syndication of the press release warrants caution. Developing an all-electric jet engine using superconductors is a highly capital-intensive process. If the funding is fully realized, it will likely bridge the gap between the NMIS-supported prototype phase and initial ground testing. Certification by aviation authorities remains a distant and expensive hurdle for any novel propulsion technology.
Sources: Mako Aerospace
Photo Credit: Mako
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