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From aerospace distribution to a trusted supply-chain partner supporting India’s aviation, defense, MRO and advanced manufacturing ecosystem. An aircraft may be defined by its engineering, technology and performance. But behind every aircraft that flies, every MRO program that progresses and every manufacturing line that keeps moving, there is another story-of materials, availability, quality, traceability and trust. It is a story that often remains invisible. At Divyanshi Aviation Services Pvt. Ltd. (DASPL), that invisible link in the aerospace ecosystem has become a defining purpose: to ensure that customers can access the critical materials and technologies they need, with confidence. What began as an entrepreneurial journey into an unfamiliar industry has evolved into a specialized aerospace supply-chain organization serving aviation, defense, MRO and electronics customers. But the journey has never been simply about distributing products. It has been about learning an industry, building capabilities and earning trust-one customer, one partnership and one commitment at a time. A JOURNEY BUILT ON LEARNING  The journey into aerospace was unconventional. Coming from a background in textile chemistry, quality, business operations and customer engagement, entering aerospace meant learning an entirely new and highly specialized industry. That learning became the foundation. Aerospace is an industry where credibility is earned through knowledge, consistency and results. Over years, Divyanshi Aviation invested in the capabilities required to grow responsibly-people, systems, infrastructure, technology, quality, compliance and disciplined processes. The result has been an evolution not simply in scale, but in the organization’s ability to serve customers with greater depth, reliability and confidence. “Growth may bring customers to you, but trust is what keeps them with you.” MORE THAN A DISTRIBUTOR Divyanshi Aviation provides aerospace and industrial materials including specialty chemicals, adhesives, sealants, coatings, composites, fasteners, cleaning solutions and electronic assembly materials. Partnerships with leading global manufacturers—including 3M, Henkel, PPG, ZOK, HB Fuller, Sandstrom, Arrow Solutions, Star Hentzen Coatings, AHG and UMPCO—connect Indian customers with specialized technologies from around the world. But the company’s role goes beyond moving products. In aerospace, every material carries requirements around specification, authenticity, traceability, quality, handling and application. Understanding the customer’s operational context is therefore as important as supplying the material itself. This is why DASPL increasingly sees itself not simply as a distributor, but as a supply-chain partner and enabler of customer operations. “We increasingly see ourselves not simply as distributors, but as supply-chain partners.” The evolution of Divyanshi Global Logistics further reflects this philosophy, extending capabilities towards more integrated sourcing, distribution and logistics solutions. CLOSER TO INDIA’S AEROSPACE ECOSYSTEM Hyderabad and Bengaluru have emerged as important centers for aerospace, defense, MRO and advanced manufacturing. As these ecosystems have grown, being closer to customers has become increasingly important. DASPL’s presence in these regions supports faster response, improved material availability and closer collaboration with MROs, defense organizations and manufacturing partners. Its AS9120-certified operations and bonded warehousing capabilities strengthen the quality, compliance and traceability infrastructure supporting this network. But regional expansion is not simply about geography. It is about creating a more responsive supply-chain network around India’s growing aerospace ecosystem and bringing critical materials and capabilities closer to where they are needed. RESILIENCE BY DESIGN The aviation industry has experienced significant disruption in recent years—from global supply-chain challenges to geopolitical uncertainty and changing customer requirements. These experiences reinforced an important belief: resilience cannot be treated as an emergency response. It must be designed into the system. DASPL’s approach combines demand visibility, forecasting, strategic stocking, supplier partnerships and close customer engagement with strong systems, measurable performance, clear accountability and disciplined execution. “In aviation, continuity cannot depend on luck. It has to be designed into the supply chain.” The objective is ultimately simple: customers should be able to focus on their aircraft, MRO programs, manufacturing requirements or defense applications with confidence that their supply-chain partner is focused on keeping critical materials moving. PEOPLE, PARTNERSHIPS AND COLLECTIVE SUCCESS Behind every supply chain is a human chain—employees solving problems, customers sharing requirements, suppliers supporting commitments and global partners bringing technology and expertise. Divyanshi Aviation’s growth is therefore not an individual success story. It is the outcome of a collective effort. The organization believes sustainable growth comes from doing the right things consistently: maintaining quality, honoring commitments, solving customer problems, learning from challenges and continuously improving. That culture of learning is particularly important in an industry that continues to evolve. THE ROAD AHEAD The next phase of Divyanshi Aviation’s journey is focused on becoming a more integrated, technology-enabled and future-ready aerospace supply-chain platform. While aerospace consumables remain a core strength, the organization is expanding into adjacent areas such as fasteners, composites and electronics materials. Technology and digitalization will increasingly enable greater visibility, efficiency and responsiveness. The ambition, however, is not growth for its own sake. It is to build capabilities that create greater value for customers and contribute meaningfully to India’s expanding aviation, defense and advanced manufacturing ecosystem. When customers begin to see a supplier not merely as a vendor, but as a partner who understands their challenges and stands with them through uncertainty, a transaction becomes a relationship—and a relationship becomes trust. For Divyanshi Aviation, that is the journey. From products to solutions. From distribution to partnership. From individual transactions to long-term relationships. And ultimately, from supplying an industry to helping keep it moving. “Our journey has never been only about moving products. It has been about building the capability, relationships and trust that keep an industry moving.” ( Aviation World Cover Feature Published in Sept-Oct 2026 edition of the Print Edition) 

The runway is in sight and the aircraft is moments from touchdown. Then the engines surge, the nose lifts and the aircraft begins to climb again. Here is why this is often one of the safest decisions a pilot can make. As an aircraft descends towards a runway, passengers can usually sense that the journey is almost over. Seat belts are fastened, window shades are raised and attention turns to the ground as the runway comes into view. Then, suddenly, the engines become louder. The aircraft begins to climb and the runway drops away beneath the wings. For many travellers, the first reaction is confusion: Did something go wrong? Was it dangerous? In most cases, what they have experienced is one of aviation’s most important safety practices: a go-around.Far from being an emergency, a go-around is a deliberate and highly trained manoeuvre. It allows pilots to climb away from the runway and prepare for another approach. For Air India, where safety supports every operation, the go-around shows how pilots, technology, procedures and sound judgement work together to protect safety margins. What is a go-around? The U.S. Federal Aviation Administration describes a go-around as a safe, routine manoeuvre that may be initiated by the pilot or requested by Air Traffic Control.Reasons can include an occupied runway, changing weather, traffic or other operational considerations. Once the aircraft reaches a safe altitude, it is repositioned for another approach and landing. Think of parking a car in a tight space. If the angle is not right, most people do not force the car into position and hope for the best. They pull out, reposition and try again. A go-around follows the same principle. Rather than continuing when the approach is not as it should be, pilots climb away, reposition the aircraft and set up again. The decision puts precision and safety ahead of simply getting the aircraft on the ground.Importantly, a go-around is not an abnormal procedure. Airports publish missed-approach procedures, pilots brief for the possibility before landing and airlines train for it regularly. It is not aviation’s backup plan; it is part of normal operations. Chief Pilot of Air India’s A350 fleet, Sameer Bagai explains, “As pilots, we continuously monitor the approach. If the aircraft is not in a safe and stable position to land, or if we lose the required visual references, we do not try to force the landing. We simply discontinue the approach and go around. It’s a normal, well-practised safety decision. And there is always another opportunity to land safely.” How common are go-arounds? Although a go-around can feel unusual in the passenger cabin, it is a recognised and expected part of commercial aviation.Industry data suggests that go-arounds occur on about one to three approaches in every thousand. This means that more than 99 per cent of approaches end with a landing on the first attempt. The rate varies with factors such as airport complexity, weather and traffic.Many passengers may never experience a go-around, while frequent travellers may encounter one occasionally. Across the millions of flights operated each year, thousands of go-arounds take place. Pilots and air traffic controllers consider the possibility on every approach, and it remains an option until the aircraft has landed safely. A go-around may be a routine part of aviation, but it is not something most passengers expect to experience. Keeping customers informed and reassured is therefore a key part of the procedure. Yoahann Banaji, Chief Pilot of the B777 fleet notes, “We make announcements to explain what is happening. As hearing from the captain can help reassure passengers that everything is under control and that the flight is continuing safely.” Why do pilots perform a go-around? Every landing begins well before the aircraft reaches the runway. During the descent, pilots continuously assess speed, altitude, wind, visibility, traffic and runway status. They compare the approach with clearly defined safety criteria.Most approaches develop exactly as planned. Sometimes, however, the wind changes, visibility reduces, another aircraft is still leaving the runway, or the aircraft no longer meets the required stabilised approach criteria. In that situation, there is no benefit in pressing ahead. The safer choice is often to go around, create more time and set up a better approach. Stabilised approach guidance is built around this principle. The decision often happens earlier than passengers think Passengers may assume that a go-around follows a dramatic event at the last second. More often, pilots decide early that the approach is no longer ideal.Pilots monitor many parameters throughout the approach. If the aircraft is too high, too fast, not correctly aligned, or if weather or runway conditions change, another approach may offer a safer result. The aim is never to “salvage” a landing. The aim is to complete a safe landing. Pilots are therefore trained to go around early, clearly and without hesitation when conditions require it. Aviation safety experts have long recognised that continuing an unstable approach can present greater risk than conducting a go-around.That philosophy is reinforced through Air India’s safety culture. As Chief Pilot Yoahann Banaji explains,  “At Air India, safety always comes first. Pilots are encouraged to make decisions based solely on safety and are never expected to continue an approach they are not comfortable with.” “A go-around is not considered a mistake or a failure. In fact, it is often the safest and most professional decision when an approach is not developing as planned. Our culture supports pilots in making that decision whenever necessary,” he adds. Is a go-around safe? Yes. A go-around is a normal aviation procedure conducted within established aircraft performance limits and operating procedures. Its purpose is to preserve or increase safety margins when conditions are not ideal for landing.A common misconception is that a go-around means safety was in doubt. In most cases, it shows the opposite: the crew has recognised that conditions are not exactly right and has selected the safest available option.Rather than accept additional risk, the crew creates more time, more space and a better setup for the next approach. A go-around

Drawing on European Business Aviation Association data and practical travel scenarios, Luca Zinnemann, Team Leader, Private & Commercial Jets DACH at Chapman Freeborn, examines why companies are increasingly evaluating private aviation not only in terms of comfort, but also as a time-management and logistics solution. The article explores the value of regional airport access, multi-stop itineraries and greater control over door-to-door journey times A meeting lasting just a few hours can sometimes require two days of travel. A limited flight schedule may mean leaving the previous evening, connecting through a major hub or completing a long ground transfer after landing. For business travellers, these additional hours can carry a cost that extends well beyond accommodation and airfare. This is changing how some companies assess private aviation. Comfort, privacy and exclusivity remain relevant, but the most valuable benefit may be something less visible: greater control over time. According to the European Business Aviation Association, business aviation serves more than 1,500 airports across Europe, around 1,000 of which have no scheduled airline service. The association estimates that business aviation passengers save an average of 127 minutes compared with the fastest available commercial alternative. The actual impact, however, is not measured by flight time alone. Time is measured from door to door When comparing private and scheduled aviation, the complete journey matters. A scheduled flight may reach the right country or nearest major city while still leaving several hours of onward travel. Connections, airport waiting times and overnight stays can turn a relatively short appointment into several days away from the business. The calculation becomes more significant when several employees are travelling together. In addition to the airfare, a company may need to consider accommodation, ground transport, lost working hours and the commercial consequences of arriving late. Luca Zinnemann, Team Leader, Private & Commercial Jets DACH at Chapman Freeborn, says this is gradually reflected in client priorities. “We increasingly see clients using private aviation primarily as a time management and logistics tool rather than for luxury or status,” he says. “Typical priorities include avoiding overnight stays, reaching regional airports closer to the final destination, combining several meetings in one day and having greater control over fixed arrival and departure times.” Regional access can change the entire itinerary Europe’s network of regional airports can make an important difference when meetings, manufacturing sites or project locations sit outside major cities. Where aircraft suitability, airport operating hours and local requirements allow, a charter can often operate closer to the final destination. This can reduce ground travel and make combinations of locations possible that would be difficult to accommodate using scheduled services. Zinnemann gives a representative example of how regional access can reshape a complex itinerary: “A typical example would be a team of around six passengers travelling to three regional destinations in Central and Eastern Europe over approximately two days. With scheduled airlines, the itinerary would have required connecting flights, longer transfers and potentially an additional overnight stay. The charter allowed the aircraft to remain with the group throughout the itinerary and operate according to the meeting schedule.” The value came not simply from flying privately, but from completing several appointments within a limited period and reducing the risk of one delayed connection affecting the remainder of the schedule. When arriving late has a commercial cost  Time becomes particularly valuable when a journey is linked to a customer meeting, site visit or operational deadline that cannot easily be moved. In another scenario, a team of around five passengers needed to reach a regional destination in the morning. The available commercial options required either a connecting flight or travel on the previous evening. A charter allowed the team to arrive in time for the meeting and return on the same day. “In such cases, the benefit is not simply convenience,” Zinnemann says. “Missing the meeting could mean losing a customer opportunity, delaying a project or requiring the entire team to repeat the journey.” The value of an hour therefore varies according to the purpose of the trip. A delay may have limited consequences for a flexible itinerary, but it can carry a much higher cost when a negotiation, project or customer relationship is involved. For some travellers, privacy adds another consideration. A team may need to review confidential information or prepare for a meeting during the journey. In these cases, productive travel time can form part of the wider value of the itinerary. A practical choice, not a universal solution Private aviation is not automatically the right option whenever time is limited. Scheduled services will usually remain the more practical and economical choice between well connected cities with frequent direct flights. The case for a charter becomes more relevant when regional access, multiple stops, several passengers or a fixed arrival deadline make the complete journey difficult to manage through scheduled services. This reflects a broader evolution in the meaning of luxury within private aviation. In the right circumstances, its most valuable benefit is not the aircraft itself, but greater control over time and what that time makes possible. (Views expressed are of the author) 

By Sandra Diaso,Head of Human Resources at KlasJet The reasons professionals are attracted to a career in aviation, while varied, are probably not that surprising. It is a sector brimming with dynamism and energy, promising international exposure, technology, travel, responsibility, and being part of something bigger than your individual role. A more complex question is this: why do professionals stay in aviation? It is a question that Sandra Diaso is well qualified to address. Starting out as a civil engineer, she has taken on various roles, including Training Manager, Crew Resources Specialist, and HR Business Partner. At present, she is Head of Human Resources at KlasJet, a private charter and ACMI operator. To anyone considering a career in aviation, Diaso’s advice is simple. “I would say: give aviation that first year everyone talks about. Just be careful, because it might turn into a career for life.” According to Diaso, multiple factors contribute to aviation becoming a life-long vocation. It offers opportunities beyond the ones we typically associate with the sector, and switching departments and roles is common. Careers can progress in a variety of ways beyond simply linear promotions – professionals learn new skills, work on new projects, and switch locations. And aviation companies are proactively working to ensure employees can keep on growing. Careers beyond technical and operational roles When we think of aviation careers, our minds inevitably turn to technical and operational roles – pilots, cabin crew and engineers. And there are certainly huge career opportunities in these roles, with Boeing forecasting that more than 2.4 million professionals will be needed in the next 20 years. But they cannot do their jobs without a wide range of supporting functions, from IT and finance, to HR and legal. “What’s really fascinating is that you don’t have to be a pilot or an engineer to carve out a career in aviation,” Diaso shares. “Airlines, private charter and ACMI operators, MRO providers, ground handlers, and other aviation companies are always on the lookout for talent in HR, finance, IT, commercial, legal, operations, and many other functions. Without these functions, the industry simply won’t function. And indeed, as millions more technical and operational professionals are hired, the importance of supporting functions is only going to increase.” Shifting departments is the norm in aviation One reason why careers in aviation often develop into lifelong journeys is that shifting departments is common. “Aviation is extremely interconnected,” Diaso says. “No department really operates in isolation. Operations, crew, maintenance, commercial, HR, finance, safety, and compliance constantly cross paths, so people naturally get exposure to areas far beyond their own job description. I think this creates curiosity. You start in one role, but through daily work you begin to understand another part of the business, meet the people behind it, and sometimes discover that your skills could be valuable there too.” In some cases, professionals switch lanes entirely, and Diaso counts this among the most interesting things about the aviation industry. “I find it remarkable how a ticketing agent can evolve into a compliance specialist, or how a cabin crew member might find themselves in HR. This trend is especially noticeable in larger aviation groups, which often combine everything from charter services, wet leasing and maintenance to ground handling, staffing, and training all in one place,” she explains. Career growth in aviation isn’t a straight line The interconnected character of the aviation industry opens up a multitude of internal opportunities for individuals to progress their careers. Crucially, this career growth is multi-faceted, and far more complex than simply promotions up a corporate ladder. “I don’t think there is a single answer anymore to the question of what career growth actually looks like inside aviation today. And that is actually an important change,” Diaso explains. Her own journey encompassed six different roles, ranging from civil engineering, through training and crew resources, to HR leadership. It perfectly illustrates the kind of winding path she describes. “Career growth does not necessarily mean promotion or a more prestigious title. For some people, it means taking on a leadership role, while for others it’s about gaining additional expertise, joining a new project, moving between different areas within aviation, or gaining international experience. In aviation, careers are rarely linear, and I see that as a strength of the industry, with learning and development underneath all of these opportunities,” Diaso comments. Proactively keeping employees in love with aviation “Aviation can attract people with its energy. Building an environment where they can grow is what turns that attraction into a career,” argues Diaso. In order to build this environment, it is up to aviation companies to proactively focus on employee welfare and growth. “The pace is high, responsibility is real, and change is constant. That can be exciting for a few years, but for someone to build a long-term career, there needs to be something beyond the excitement: opportunities to develop, take on bigger challenges, move between roles or markets, and feel that their experience is actually taking them somewhere,” adds Diaso. This is not necessarily straightforward in a context where today’s employees have a different set of priorities. “People’s expectations have demonstrably changed,” comments Diaso. “If we look back five or ten years, a solid salary, job stability, and a clear role might have sufficed. But today, people are demanding a lot more from their employers. They want flexibility, transparency, opportunities for growth, and a real say in what happens. Employees are eager to understand not just their tasks, but also the rationale behind decisions and the company’s future direction, and they’re much more open to questioning leadership, company culture, and traditional ways of doing things.” “I also notice a growing demand for personalized treatment,” she goes on. “People don’t want to be just a name on a roster. They expect leaders to recognize that various career stages and life circumstances call for different approaches.” This means that loyalty is no longer a given, but instead is something companies must consistently earn. To

Aviation World Cover Feature, July-August 2026 :  As global aviation races to fill a talent gap measured in the millions, India has become the industry’s most important talent frontier. The world has fixated on one aviation shortage: pilots, cabin crew and engineers. But the industry needs just as urgently the professionals who run the business of flight: the managers and operational leaders behind every airline, airport, OEM and service provider. At Galgotias University, the School of Aviation, Logistics and Tourism Management is building something the sector needs even more than numbers: graduates the industry can put to work on day one. A BOOM THAT RUNS ON PEOPLE Global aviation is entering the largest hiring cycle in its history. Industry forecasts point to close to 1.5 million new professionals needed worldwide over the coming decade, with the Asia-Pacific region driving the surge. No market sits closer to the centre of that story than India, where the in-service fleet is expected to roughly triple within ten years, carriers hold one of the world’s largest aircraft order books, and domestic traffic is projected to reach some 300 million passengers a year by 2030. The challenge is no longer whether the demand exists. It is whether the people can be found to meet it. THE SHORTAGE BEHIND THE SHORTAGE Ask what aviation’s talent crisis looks like and most people picture a cockpit. The headline forecasts reinforce it: the industry is widely quoted as needing some 300,000 new pilots, 400,000 maintenance engineers and nearly 700,000 cabin crew over the coming decade. Almost the entire training ecosystem-flying schools, cabin-crew training institutes, aircraft maintenance academies are built around these visible, licensed roles. But those roles are only the tip of the workforce. Worldwide, air transport directly employs some 11.6 million people, and pilots and cabin crew are only a fraction of that number. The overwhelming majority keep the industry running from the ground and the office: the operations controllers who recover a disrupted schedule, the network and revenue teams who decide where aircraft fly and how routes turn a profit, the airport terminal and ground-handling managers, the OEM programme and supply-chain leaders, the cargo and MRO operations heads. In the Asia-Pacific region alone, direct aviation employment is set to climb from 4.3 million today to 6.1 million by 2043 and most of those new roles will never see a cockpit (source: ATAG).  Nowhere is this clearer than in India. The country’s airport map has been transformed from 74 airports in 2014 to around 150 today, with a national target of some 230 by 2030, and every new terminal, route and greenfield airport needs people to run it. Industry trackers now report that ground-operations and management hiring is rising even faster than pilot hiring, and recent, well-publicised disruptions in the Indian market exposed a specific, unglamorous gap: not enough operational depth, such as the planners, controllers and managers who keep a fast-scaling network stable. When a single carrier’s operations control centre is stretched, thousands of flights are affected. The industry has learned, painfully, that it cannot fly on pilots alone. THIS IS THE SHORTAGE ALMOST NO ONE IS TRAINING FOR, AND IT IS PRECISELY THE ONE SALTM WAS BUILT TO FILL. The school does not train pilots or cabin crew. It builds the managers and operational leaders who sit behind them- the professionals airlines, airports, OEMs, and service providers need to plan, run and grow the enterprise. In an ecosystem crowded with institutions teaching people to fly and fix aircraft, SALTM has deliberately claimed the larger, quieter half of the industry: the people who make the whole system work. A UNIVERSITY BUILT FOR THE WORLD That ambition rests on a strong institutional foundation. Founded in 2011, Galgotias University has emerged in little more than a decade as one of India’s fastest-rising multidisciplinary universities, home to more than 50,000 students across 27 schools and over 200 programmes on a modern campus in Greater Noida, minutes from the newly opened Noida International Airport. Global recognition has followed. The QS World University Rankings 2027 placed Galgotias in the 1201–1400 band worldwide, among India’s top 17 private universities, 46th among all Indian universities, and third among private universities in Uttar Pradesh. The Times Higher Education World University Rankings 2026 placed it in the 1201–1500 band, 27th among private universities and 65th overall in India. The University also holds a NAAC A+ accreditation, one of India’s highest institutional quality ratings. Yet rankings tell only part of the story. Galgotias has built its academic model around the idea that education should mirror the realities of the workplace. Industry partnerships, active learning, centres of excellence, global collaborations and experiential education are core design principles, not add-ons. The objective is graduates ready to contribute from day one. The results show. For the Class of 2026, more than 1,250 organisations engaged with the University, extending over 5,500 offers across technology, consulting, banking, manufacturing and professional services. SALTM is the aviation expression of that philosophy, applying the same industry-led approach to prepare professionals for airlines, airports, logistics networks and global travel enterprises. According to Dr Dhruv Galgotia, the visionary CEO of Galgotias University, “The future belongs to universities that can bridge the gap between classrooms and careers. At Galgotias University, we believe education must evolve alongside industry, ensuring students graduate not only with knowledge, but with the ability  to apply it in real-world environments. Through SALTM, we are bringing that philosophy to aviation, logistics and tourism by preparing professionals who are ready to contribute, adapt and lead in some of the world’s most dynamic industries.” ACTIVE LEARNING, BUILT WITH THE WORLD’S BEST What truly sets the University apart is its pedagogy. Galgotias is the first university in India to adopt active learning across every programme, through its flagship G-SCALE ecosystem, the Galgotias Student-Centred Active Learning Ecosystem. Developed with strategic consultancy and faculty training from the InsPIRE institute at Nanyang Technological University (NTU), Singapore- one of the world’s leading universities, G-SCALE replaces the passive lecture with structured, evidence-based

Saab and Embraer today announced the signing of a Heads of Agreement that provides a framework for the potential production of 20 additional Gripen aircraft at Embraer’s industrial complex in Gavião Peixoto, the state of São Paulo, Brazil. Embraer will take responsibility for assembling the aircraft, serving as a complement to Saab’s final assembly line located in Linköping, Sweden, to meet global demand for the Swedish fighter. The agreement marks another milestone in the decade-long partnership between the two companies, increasing delivery capacity within a globally integrated manufacturing model while providing greater flexibility to meet future customer requirements. “The partnership between Saab and Embraer reinforces our long-term commitment to Latin America. Together, we are strengthening our capabilities, securing additional capacity for future business opportunities, and taking a forward-leaning approach to supporting the evolving needs of our customers across the region”, said Micael Johansson, President and CEO of Saab. “The expansion of this partnership with Saab reflects the mutual trust built over the past ten years and reinforces Embraer’s strategic role in the Gripen programme. We are well positioned to support increased production capacity, if demand requires it”, said Bosco da Costa Junior, President and CEO of Embraer Defense & Security. Embraer’s Gavião Peixoto facility has established itself as a strategic industrial hub, recognized for its advanced manufacturing capabilities, skilled workforce, and production capacity. Operating as part of a globally integrated production model that brings together Brazilian and international suppliers, the site demonstrates the strength of this partnership while supporting increased industrial output and creating opportunities for continued growth in high-technology aerospace programmes. With more than a decade of collaboration, the partnership between Saab and Embraer has become a strong example of innovation, industrial development, and knowledge exchange. Through a comprehensive technology transfer and on-the-job training under the current Gripen programme for the Brazilian Air Force (FAB), engineers, test pilots, technicians, assembly operators, and maintenance specialists have been qualified in Sweden. This cooperation has strengthened expertise and best practices on both sides, and generated lasting benefits for the two companies, contributing to the development of advanced industrial capabilities and long-term growth opportunities.

Farnborough, 20 July 2026 GKN Aerospace has secured an agreement with Pratt & Whitney, an RTX business, to include low-pressure compressor (LPC) vanes for the Pratt & Whitney PW1500G and PW1900G GTF™ engines, powering the Airbus A220 and Embraer E-Jet E2 families, within the existing risk and revenue sharing program (RRSP). The contract includes a majority of the volumes for all the major vanes in the low pressure system. Under the agreement, GKN Aerospace will support the engines throughout their full lifecycle, expected to extend for many decades to come. Joakim Andersson, President Engines GKN Aerospace said: “Adding these products to our current RRSP is a significant milestone for GKN Aerospace and a strong endorsement of our capabilities in blades and vanes. Securing a majority share of LPC vane production on the PW1500G and PW1900G programs strengthens our collaboration with Pratt & Whitney and provides long-term stability for our Newington facility. It also positions us well for future growth on next-generation engine platforms.” GKN Aerospace’s production of these components began in 2018, initially at a lower volume share. Since then, the relationship has grown and the work has been further industrialised at GKN Aerospace’s Newington facility. LPC vanes are produced using a highly automated robotic milling process. The introduction of in-house super-polishing has reduced lead times and improved yield, strengthening overall manufacturing performance. This contract marks a further step in developing GKN Aerospace’s global capability in blades and vanes. The agreement provides a strong platform for future growth, reinforcing Newington’s position as a centre of excellence for metallic aero-engine components and supporting opportunities on next-generation engine platforms. The award reflects the strong collaboration between GKN Aerospace and the Pratt & Whitney team. The next phase will focus on ramp-up, with the aim of achieving full production by the third quarter of this year.

The Next Chapter in the Aerospace & Defense Transformation Journey By Sam Swaro, Senior Vice President & Head –North America, Transportation,Cyient The Inflection Point: What Engineering Partnerships 3.0 Didn’t Solve The Aerospace and Defense (A&D) industry has undergone multiple waves of transformation—from labor arbitrage to globally distributed engineering ecosystems and the rise of Global Capability Centers (GCCs). These models enabled scale, efficiency, and access to global talent. However, while Engineering Partnerships 3.0 optimized for cost and distribution, it left critical gaps unaddressed—particularly around resilience, sovereignty, and accountability in increasingly complex and regulated environments. Engineering Partnerships 4.0 emerges at this inflection point, shaped by a world defined by shifting geopolitical realities, evolving risk boundaries, and the rise of intelligence-driven engineering. What Changed in the Last Five Years The world shifted beneath our feet. The pandemic stress-tested supply chains. Geopolitics redrew risk maps. A new tariff alignment moment on April 2, 2025, which many in the industry shorthand as ‘Liberation Day’, accelerated a pivot from pure offshoring to pragmatic friendshoring. Meanwhile, advanced tools and AI evolved from experimentation into practical accelerators, led by deep domain knowledge and human engineering authority. Together, these forces rewired the questions Aerospace and Defense leaders ask. No longer, “Where is the cheapest talent?” but “Where is the most resilient, sovereign, technically deep, compliance-first ecosystem I can trust?” Since then, India’s Global Capability Centers have scaled rapidly, growing from Rs. 1,580 in FY23 to Rs. 1,700 in FY24, and projected to reach Rs. 2,200–2,400 by 2030, underscoring their move from cost centers to strategic innovation hubs. Across the product lifecycle, AI adoption has moved fast, from systems engineering and requirements mining to design exploration, development, verification and validation, manufacturing quality, supply chain optimization, and aftermarket support. Two examples illustrate the momentum: Predictive maintenance at scale:For a global aerospace OEM, we delivered Predictive Maintenance+ and Fleet Performance solutions that help airlines avoid hundreds of delays annually and reduce operational interruptions, using cross-fleet machine-learning models on aircraft and engine systems. Engine health intelligence:For a leading engine manufacturer, we implemented data-driven monitoring and digital-thread analytics that detect and prevent hundreds of unplanned maintenance events per year, accelerating fault resolution from days to near real-time. Together, these advances shift the operating model from scheduled checks to condition-based and predictive interventions, with measurable gains in safety, availability, and cost. In parallel, recent high-profile safety incidents involving major commercial and cargo airlines have catalyzed unprecedented regulatory scrutiny and a renewed first-time-right focus across the aerospace supply chain. In safety-critical industries, intelligence earns acceptance only when it strengthens trust before it accelerates change. Top Trends Defining Engineering Partnerships 4.0 Engineering Partnerships 4.0 is not incremental. It is architectural. Five structural trends now define how Aerospace and Defense designs, certifies, manufactures, and sustains products across trusted geographies. Friend shoring Becomes the Backbone: Engineering and build-to-print networks are being realigned around allied, tariff-aligned geographies. Resilience, dual sourcing, and locality of compliance matter as much as cost. Sovereignty Driven Delivery Models:Geo-distributed, compliance-first execution (ITAR/EAR, export controls, data residency) is the new default. Onshore, nearshore, and offshore nodes operate under one quality and security system. Intelligence First Engineering (AI as Amplifier):AI accelerates concept to certification when fused with domain depth.MBSE, model-based certification aids, verification automation, knowledge graphs, and safety evidence generation are where intelligence earns permission in aerospace. Integrated Engineering and Manufacturing: OEMs and Tier 1s increasingly prefer fewer, deeper partners who can take accountability from specification through qualification and design led manufacturing through aftermarket. Outcome Economics:Outcome-based contract, and productivity commitments replace time and materials thinking. Five Initiatives for Offshore Service Companies   To stay relevant and grow, service providers must redesign their operating model for sovereignty, intelligence, and accountability. Build Sovereign, Multi Geo Delivery Fabrics: Stand up onshore and nearshore trusted cells across the US, EU, UK, Canada, Australia, Japan, and India, with unified AS9100 governance, export control compliance, and secure enclaves for restricted programs.   Make Intelligence First Real:Embed AI across the V model: requirements mining, design space exploration, verification automation, anomaly detection, and certification evidence packaging, with human engineering authority firmly in the loop. In aerospace, intelligence is valued when it augments expert judgement, reduces workflow friction, and brings accumulated knowledge back into active use.  Shift From Labor to Outcomes: Offer build-to-spec and turnkey work packages with shared risk, using MBSE and the digital thread to commit to schedule, quality, and cost metrics rather than hours.   Price for predictability, not just effort, and establish joint KPI baselines that both OEMs and partners can govern transparently: FPY (First Pass Yield) NFF (No Fault Found) reduction MRB burndown (Material Review Board non-conformance closure) Certification evidence velocity Supported by shared, real-time dashboards and outcome telemetry.As Marty Cagan emphasizes, high-performing product organizations succeed when teams are empowered, deeply connected to the customer problem, and accountable for value, usability, feasibility, and outcomes, not activity. Translating this into Aerospace and Defense, Engineering Partnerships 4.0 demands partners who own results end-to-end: Improving manufacturability Accelerating certification Reducing sustainment burden Strengthening supply chain resilience Enhancing fleet availability   This is the shift from “providing engineering capacity” to solving mission-critical problems and delivering measurable operational and business value, the product mindset that the industry increasingly expects. Co-create With Captives and Primes: Treat captive centers as force multipliers. Establish joint roadmaps, shared competency academies, and friendshored supplier development programs. Go to market together, where it helps the OEM win.   Fuse Engineering with Design-Led Manufacturing:Integrate design, NPI, and certified manufacturing. Collapse handoffs and design for manufacturability and sustainment from day one.   Positioning for Engineering Partnerships 4.0Organizations that succeed in this new paradigm will demonstrate four core capabilities: Deep domain expertise Sovereign, compliant delivery models Intelligence-driven execution Integrated engineering and manufacturing An integrated approach—combining engineering, digital capabilities, and design-led manufacturing—enables end-to-end ownership from requirements through certification, production, and sustainment, with accountability for outcomes across schedule, quality, cost, and reliability. In Aerospace and Defense, that idea has a very practical meaning. Companies that apply AI, data, and automation with discipline, inside the realities of safety, regulation,