The U.S. plans to reduce the number of aircraft for NATO operations, another A-10 lifeline appears, and discussions about restarting C-17 production. Also, owner-produced airplane parts, airport weirdos, a new album from Speed Brake Armed, how the NTSB uses audio spectrograms, lying flat on a broken Polaris seat, and Roman Numerals.

Citing European officials, the New ​York Times reported that the U.S. plans to reduce the number of ⁠F-16 and ⁠F-15E fighter jets from roughly 150 to 100. Maritime reconnaissance ​aircraft would be cut from 26 to 15, and all eight aerial refueling tankers would be pulled.

The ⁠New York ​Times said the U.S. aims to redeploy a missile-launching ​submarine and an aircraft carrier, along with several warships and jets ⁠that join ⁠the carrier’s missions. One of two groups of bombers previously assigned for ​Europe’s defense may also ⁠be reallocated. NATO spokesperson Allison Hart told Reuters, “Historically, there has been an over-reliance on U.S. forces and capabilities.” The U.S. European Command said in a statement that it would “rightsize” its contributions to the NATO Force Model.

The A-10 end of life is scheduled for 2030. Depot-level maintenance has stopped, and the 571st Aircraft Maintenance Squadron at Hill Air Force Base, Utah, has ended. The A-10 Weapons School is scheduled to end this year.

However, an amendment to the House Armed Services Committee’s version of the National Defense Authorization bill seeks to keep the Warthog alive. The amendment calls for the Air Force to keep supporting A-10 training, testing, experimentation, maintenance, and sustainment efforts. Other requirements include preserving lessons learned and operational expertise and maintaining a formal pilot training unit.

The A-10C is now operating in the Middle East with the new probe-and-drogue refueling capability. First demonstrated in early April, it took only six weeks to become operational. Previously, the A-10 could only refuel from a KC-135. The KC-46 was not yet certified to refuel the Warthog due to the “stiff boom” problem, which could damage the receiving aircraft. Now A-10s can refuel KC-46s with the probe or from HC-130s, MC-130s, Marine Corps KC-130s, and KC-130Js from other operators.

Restarting C-17 Globemaster III production would be extremely difficult, extremely expensive, but not impossible. There is interest from various operators and from the U.S. Congress, which has asked the Air Force to prepare a formal briefing on the feasibility of acquiring new C-17s. Driving USAF interest is a succession of crises in recent years that have put serious strain on the aircraft, and questions have been raised about the viability of the current plan to keep them flying through 2075.

The C-17 is powered by the F117-PW-100, which is the military variant of the PW2000 family (the same engine that powers the Boeing 757). New engine production for the PW2000 stopped in 2016, and the USAF is currently depending on overhauls of existing engines to keep the fleet flying. So the MRO infrastructure, engineering expertise, and supply chain for supporting this engine remain very much alive.

In March 2025, RTX announced agreements with JetZero to integrate the PW2040 engine and APU into its blended-wing-body demonstrator. So P&W is actively working on the PW2040 for a new application, which suggests the engine isn’t entirely dormant in their engineering ecosystem. The decision to restart the engine isn’t just a P&W decision. The risk-sharing partners, like MTU Aero Engines, have to be on board.

There are 222 C-17s in service with the U.S. Air Force today. The last plane was delivered in 2013, and Boeing shut down the line in 2015. Australia, Canada, India, Kuwait, Qatar, the United Arab Emirates, and the United Kingdom operate the C-17.

Mark writes regarding the discussion about Eclipse parts from Episode 896 and notes that FAR 21.9(a)(5) creates a framework for owner-produced parts. Where a certified part is unavailable, owners of certified aircraft can “produce” their own. And they can do that either by making it themselves or by contracting out its production to a suitably qualified supplier.

There are rules about quality and the requirement that owner-produced parts be of equivalent specification to OEM parts, but as long as an aircraft owner can put their hand on their heart and assert that those conditions are met, they can supply parts to their maintainer and tell them to install them. See this AOPA guidance.

Koeby has developed a crowdsourced gallery of airport weirdos, where travelers submit funny photos of strange things they spot in airports. No account is needed; you can just submit your photo, and it will be added to the gallery. It’s called Airport Weirdo.

Pete Buffington tells us about Speed Brake Armed’s new New Age album “Echoes Above the Infinite Sky.” This album takes the listener on a journey of flight from South America, to Spain, to the Cosmos, and back to ancient Greece. Inspired by over 35 years of real pilot experience.

Video: 737 Echoes Above The Infinite Sky | Speed Brake Armed | Full Album | New Age Aviation Music

Andy adds his perspective about the conversation on spectrograms in NTSB investigations. While he has absolutely no actual knowledge about NTSB processes or how they actually use spectrograms, he speculates based on his experience as an audio engineer for over 30 years:

“Spectrograms have been a tool I use fairly regularly in production. To me, it mostly comes down to being able to recognize things that are hard to pick out. For instance, if there is some kind of unpleasant noise in the background of a recording, sometimes I can identify it and potentially filter it out, purely by ear.  Other times, particularly if it’s not very far above the noise floor, it can be very difficult to pick out by ear.  In that case, I’ll often look at a spectrogram. It’s certainly not always helpful, but sometimes there are things that I can pick out visually that I can’t pick out audibly…

“So I can imagine that in a cockpit recording with a lot of background noise, examining the spectrogram might allow patterns to be detected that would not be obvious audibly. My guess is that they wouldn’t be looking at the speech, but rather for indications in sound of what was happening mechanically.

“For instance, if there was sound at a particular frequency, happening at a particular interval regularly, that might be an indication of something. That’s the sort of thing that you can often see on a spectrogram even if it is audibly buried in the noise floor.”

Patrick thinks maybe United could have done better: 14 Hours Lying Flat: United Polaris Passenger Pays $7,400, Gets Just $350 For Broken Seat.

A United Airlines passenger has recounted her experience of flying in a faulty Polaris seat. She was forced to sit in a lie-flat position for the entire journey. After complaining, United offered her only $350. The ticket cost $7,388.

Rob wrote in to say he enjoyed the value that Erin Applebaum brought to Episode 894. Also, that “with the very welcome return of David, this episode may well be the first podcast ever where the hosts have an odd number of kidneys!!” We also got a refresher on Roman Numerals.

The Great State of Maine Airshow, Saturday and Sunday, July 11 and 12, 2026, at Brunswick Executive Airport (the former Brunswick Naval Air Station).

DARPA Lift Challenge at the National Museum of the Air Force in Dayton, Ohio.  Aug. 5-9.

Max Flight, our Main(e) Man Micah, Rob Mark, and David Vanderhoof.