June 12, 2024 - No. 24 In This Issue : MAXimum Fallout: How the Last Generation of Boeing 737 will Lead to a New Era of Aircraft Development : UK completes world’s first flights for quantum navigation that could replace GPS : Airbus study using 100% SAF A350 throws up intriguing results on contrails : Boeing 787 Operators Sound Off On Trent 1000 Reliability Issues : Air Force Investigating After KC-135 Landing Gear Retracts While Parked : First ever private jet shows things have come a long way (supercarblondie.com) : Collins Fields A High-Tech Airport Surface Awareness System : Air Force Video Provides Unprecedented Look Inside The E-4B Nightwatch ‘Doomsday Plane’ : Russian Companies To Produce Spare Parts For Western-Made Jets : What a crashed jet means for an F-35 program already thin on test planes MAXimum Fallout: How the Last Generation of Boeing 737 will Lead to a New Era of Aircraft Development 2024-05-16 The Boeing 737. A workhorse of the skies, a symbol of commercial aviation progress for over half a century. Yet, the 737 MAX, the latest iteration of this iconic aircraft, became a tragic footnote in aviation history. While marketed as a fuel-efficient upgrade, the MAX’s grounding exposed a deeper issue – Boeing’s stubborn adherence to a decades-old design philosophy. For years, whispers swirled within the industry. Airbus, Boeing’s arch-rival, had revolutionized the narrowbody market with their A320neo series, boasting superior fuel efficiency and longer range. Calls for a clean-sheet design, a true successor to the 737, echoed from analysts and airlines alike. But Boeing, seemingly content with incremental improvements, opted to stretch the capabilities of their aging platform. This decision, driven by a desire to maintain production continuity and minimize development costs, would ultimately prove disastrous. The whole story of 737 MAX continuously tells of about the perils of clinging to the past. Let’s delve into the story, explore the technical shortcomings of the MAX, and analyze how Boeing’s development strategy contributed to a tragedy that could have been avoided. A Culture of Speed? Questioning the Rush to Market The 737 MAX was developed with a focus on efficiency and rapid production. Critics allege that this emphasis on speed may have compromised thorough testing and pilot training procedures. The MAX debacle has ignited discussions about prioritizing safety over aggressive timelines. Future aircraft development is likely to see a renewed focus on rigorous testing, with more emphasis on real-world pilot simulations and independent safety assessments before certification. The Alaska Airlines incident, where a door plug on an unused emergency exit blew out during climb, exposed potential issues with the overall assembly quality of the MAX. This, coupled with the discovery of loose screws in the rudder control system reported in December 2023, paints a worrying picture. While Boeing reassures these are isolated incidents, the frequency of such problems raises questions about the rigor of the MAX’s post-grounding modifications and the effectiveness of quality control measures. These recent developments come as Boeing attempts to restore public trust and rebuild the MAX’s reputation. The aircraft’s recertification in late 2020 was a step forward, but the Alaska Airlines incident and subsequent quality control concerns threaten to erode the progress made. Airlines, already facing a cautious public, might be hesitant to fully embrace the MAX until a clearer picture of its long-term reliability emerges. And now, the company faces an uphill battle to convince passengers and airlines that the MAX is truly safe. Furthermore, the ongoing investigations into the Alaska Airlines incident and the broader quality control concerns could lead to further delays and grounded aircraft. Rebuilding Trust with the Public The MAX crisis eroded public trust in Boeing and the broader aviation industry. And rebuilding that trust will necessitate a commitment to transparency. In a desperate attempt to regain control of the narrative and reassure a skeptical public, Boeing has announced significant leadership changes. The departure of CEO Dave Calhoun and the immediate retirement of Stan Deal, head of the commercial planes division, signal a desire for a fresh start. Additionally, the company is highlighting efforts to bolster its safety culture, including the appointment of new directors with expertise in engineering and safety. However, these actions are met with a dose of skepticism. Critics question whether these changes represent a genuine commitment to safety or simply a public relations exercise. They argue that a true cultural shift requires more than just personnel changes; it demands a fundamental reevaluation of priorities and a relentless focus on safety at every stage of the manufacturing process. Yet, one thing is obvious as of today: manufacturers may need to adopt a more open approach to sharing data and collaborating with regulators throughout the development process. Airlines will likely face pressure to improve passenger communication regarding the age and technical specifications of their fleets. The Rise of Automation: Will More Tech Mean Less Risk? In the wake of the first MAX grounding, a profound introspection has gripped the aviation industry, beckoning a reevaluation of the symbiotic relationship between human pilots and automated systems. The tragic accidents underscored the complex interplay between technological advancement and human intervention, prompting soul-searching inquiries into the very essence of flight safety. The MAX debacle wasn’t purely a result of automation’s shortcomings. Rather we could call it a poignant reminder of the balance required in harnessing technological prowess while honoring the indispensable role of human judgment. It’s a narrative that traverses the corridors of innovation and tradition, stirring debates about the extent to which automation should permeate the cockpit. Yet amidst all the turmoil, a glimmer of enlightenment can be seen—and it’s some kind of realization that the future of aviation hinges not on a wholesale abandonment of automation but on its judicious integration. The discourse pivots towards a more nuanced paradigm, one where automation is not cast as a usurper of human agency but as a faithful ally, augmenting rather than supplanting pilot expertise. This evolution heralds a shift towards the cultivation of automation systems that resonate with human intuition, eschewing the sterile confines of pure technological efficiency for a more holistic embrace of human-machine symbiosis. It’s a quest for automation systems endowed with failsafe mechanisms and intuitive interfaces, fostering a seamless fusion of human insight and technological precision. Concomitant with this pursuit is a renaissance in pilot training—an acknowledgment of the importance of nurturing a cadre of aviators equipped not only with technical proficiency but also with the discernment and adaptability necessary to navigate the complexities of automated flight systems. In this unfolding narrative, the rise of automation heralds not a diminution of risk but rather a recalibration—a rebalancing of the scales between technological advancement and human stewardship. It’s a journey fraught with challenges and uncertainties, yet imbued with the promise of a future where human ingenuity and technological innovation converge to chart new horizons in aviation safety. A Shift in Focus: Prioritizing Passenger Safety Over Short-Term Gains The story of 737 MAX is, of course, another reminder that safety must be the paramount concern in aerospace development. Airlines and manufacturers are likely to face increasing pressure from regulators and the public to prioritize safety over short-term economic gains. This could lead to a slower pace of development, with a greater emphasis on robust testing and pilot training. Ever since global grounding of the MAX exposed potential shortcomings in the regulatory process were obvious. Moving forward, aviation authorities like the FAA and EASA are expected to adopt a more stringent approach to certification. This could involve stricter oversight of manufacturing processes, more demanding flight test protocols, and a deeper examination of potential software vulnerabilities. The mutual efforts of international regulators will be crucial in ensuring the highest safety standards for future aircraft. The Fate of Older 737s: Increased Business, Higher Costs With the MAX’s arrival pushed back, airlines are forced to re-evaluate their fleets. Originally planned retirements of older, less fuel-efficient 737 NG (Next Generation) models are being put on hold. These aging workhorses, while familiar to mechanics, are hungrier for fuel and generate higher emissions. This unexpected extension could lead to a surge in demand for parts and maintenance services for these older 737s. For companies in the aviation aftermarket, this would mean a potential increase in business activities they perform. Repair stations and parts manufacturers could see a boost in activity as airlines keep their older 737s operational for a longer period. However, this surge in demand comes with a caveat – older aircraft are inherently more expensive to maintain. These planes require more frequent inspections, repairs, and potentially even component replacements due to wear and tear. This translates to higher overall maintenance costs for airlines, potentially squeezing their already thin profit margins. And yet, there is another question looming: can the aftermarket adapt? Of course, the market itself faces its own challenges in adapting to this unexpected scenario. The extended lifespan of older 737s necessitates a readily available supply of spare parts. Manufacturers and distributors will need to ensure sufficient stock to meet the increased demand, which could lead to temporary shortages or price hikes for certain parts. And the skillset required to maintain these older aircraft might become scarcer as younger mechanics are trained on newer technologies. A Catalyst for Innovation? This unforeseen situation could also act as some kind of catalyst for innovation within the sector. Companies might become more interested and extremely motivated in developing more efficient maintenance practices and extending the lifespans of critical components on older 737s. This could involve advancements in predictive maintenance technologies or the use of more cost-effective repair techniques. The full impact of the 737 MAX delays on the aviation aftermarket remains to be seen. While it presents a potential business opportunity, it also poses logistical and financial challenges. The industry will need to adapt, innovate, and prioritize the safe and cost-effective operation of these aging aircraft until the MAX finally will be able to conquer the skies. This situation should remind us of the interconnectedness of the aviation industry, where a single event can have far-reaching consequences for businesses across the entire ecosystem. The 737 MAX story is a cautionary tale, but it also presents an opportunity for positive change. By prioritizing safety, fostering transparency, and adopting a more measured approach to development, the aerospace industry can emerge stronger and more committed to ensuring the safety of passengers and crew for generations to come. The MAX effect will likely be a long-lasting one, shaping not just the design and certification of future aircraft, but also the public’s perception of air travel and the relationship between manufacturers, regulators, and airlines. UK completes world’s first flights for quantum navigation that could replace GPS The 'un-jammable' tech has been put through its paces at the MoD's facilities in Wiltshire May 13, 2024 - 1:21 pm A British consortium with funding from the UK government has successfully tested what it calls “un-jammable” quantum navigation tech in flight. Geopolitical tensions and warfare have introduced GPS jamming as a means of messing with enemy communication and navigation. This can cause disturbances for both military and civilian transportation and location services. The quantum-based navigation system is called Positioning, Navigation, and Timing (PNT). Its developers are quantum technology firm Infleqtion’s UK subsidiary in collaboration with aerospace company BAE Systems and defence tech contractor QinetiQ, among others. The tech in question consists of Infleqtion’s Tiqker optical atomic clock, as well as a tightly confined ultra-cold-atom-based quantum system. An optical atomic clock uses the frequency of light emitted or absorbed by atoms as they change energy levels in order to measure time with incredible precision. Meanwhile, ultra-cold quantum systems can calculate position based on measurements of inertial forces acting on atoms held in quantum superposition states. Developing a Quantum Inertial Navigation System Optical atomic clocks provide the timing needed for high accuracy and reliability, while quantum positioning systems offer independent verification of position and motion. Together with quantum accelerometers and gyroscopes, they can form part of a Quantum Inertial Navigation System (Q-INS), which can offer an alternative to GPS. The system functions independently of external navigation input from satellites, which means that Q-INS would be naturally resistant to jamming and other forms of electronic interference. Beyond aviation, Q-INS would be beneficial for submarines where GPS cannot reach, for navigation in space, and for self-driving vehicles in areas where GPS is unreliable. In-flight trials of the tech were completed last week at the Ministry of Defence (MoD) military aircraft testing facilities in Boscombe Down, Wiltshire, on board QinetiQ’s modified RJ100 Airborne Technology Demonstrator. “From passenger flights to shipping, we all depend on navigation systems that are accurate, safe, and secure. The scientific research we are supporting here on quantum technology could well provide the resilience to protect our interests,” said Science Minister Andrew Griffith, who was on the final test flight which took place on Thursday, May 9. Foundation for next-gen combat air systems The nearly £8mn for the project, which seeks to reduce the country’s dependency on GNSS/GPS for location, navigation and timing data, came from UK Research and Innovation (UKRI). It forms part of Mission 4 of the UK’s National Quantum Strategy, which by 2030 aims to deploy quantum navigation systems on aircraft in order to boost strategic resilience. However, its potential stretches beyond reducing vulnerability to attack from malevolent actors. In the words of Henry White, Sensing Technology Lead at BAE Systems, this kind of quantum technology could “ultimately offer a significant military advantage. Knowing reliably and precisely when and where any asset and sensor system are, feeds into additional options for platform design and capability.” This, White added, could play a big role in the development of next-generation combat air systems. Airbus study using 100% SAF A350 throws up intriguing results on contrails BY IAN MOLYNEAUX 2024-06-07 Airbus / S. Ramadier The world’s first in-flight study into commercial aircraft using 100% sustainable aviation fuel (SAF) has thrown up some surprising and intriguing results regarding contrails, according to Airbus. Within the study, known as ECLIF3, Airbus set out to explore the impact of using Neste’s 100% SAF on both Rolls-Royce Trent XWB engines of an A350. It transpired that, as well as reducing the carbon footprint, contrails were also impacted. Airbus discovered that, when compared to a reference Jet A-1 fuel, the number of contrail ice crystals per mass of unblended SAF consumed was reduced by 56%, which the company claims could significantly reduce the climate-warming effect of contrails. Global climate model simulations conducted by the German Aerospace Center (DLR) were used to estimate the change in the energy balance in Earth’s atmosphere – also known as radiative forcing – by contrails. The impact of contrails was estimated to be reduced by at least 26% with 100% SAF use, compared to contrails resulting from the Jet A-1 reference fuel used in ECLIF3. These results show that using SAF in flight could significantly reduce the climate impact of aviation in the short term by reducing non-CO2 effects such as contrails, in addition to reducing CO2 emissions over the lifecycle of SAF. DLR chase plane A DLR chase plane, specifically a Dassault Falcon 20ER, was used to follow the Airbus A350 to gather live information during the study. Markus Fischer, DLR Divisional Board Member for Aeronautics, said: “The results from the ECLIF3 flight experiments show how the use of 100 percent SAF can help us to significantly reduce the climate-warming effect of contrails, in addition to lowering the carbon footprint of flying – a clear sign of the effectiveness of SAF towards climate-compatible aviation.” Details about the new findings were shared by Airbus, DLR, Rolls-Royce and Neste on June 6, 2024, and passed to the Copernicus journal Atmospheric Chemistry & Physics (ACP) as part of a peer-reviewed scientific process. Mark Bentall, head of Research & Technology Programme, Airbus, said: “We already knew that sustainable aviation fuels could reduce the carbon footprint of aviation. Thanks to ECLIF studies, we now know that SAF can also reduce soot emissions and ice particulate formation that we see as contrails. This is a very encouraging result, based on science, which shows just how crucial sustainable aviation fuels are for decarbonising air transport.” Boeing 787 Operators Sound Off On Trent 1000 Reliability Issues Kurt Hofmann June 06, 2024 Ethiopian Airlines says it has grounded four 787s equipped with Rolls-Royce Trent 1000s in the past five months. DUBAI—Several airlines operating the Boeing 787 expressed frustration and disappointment over the reliability of their Rolls-Royce Trent 1000 engines on the sidelines of the IATA Annual General Meeting in Dubai. For Ethiopian Airlines, one of the very first Boeing 787 operators, the situation with its Trent 1000s has become one of the airline’s biggest challenges, according to Group CEO Mesfin Tasew. “The shortage of spare parts became an issue. And because of the spare parts issue, we have grounded four 787s in the last five months,” Tasew told Aviation Week June 3. According to the Aviation Week Network Fleet Discovery database, the affected aircraft are two 787-8s and two 787-9s. All four are powered by the Trent 1000. “All the engines in our fleet are generally good, except we have grounded some of our 787 aircraft because of the engines,” Tasew added. Ethiopian Airlines' 787 fleet includes 12 787-8s and six 787-9s powered by GE GEnx engines, plus four 787-8s and two 787-9s equipped with Trent 1000s. Rolls-Royce has been asked for comment but did not come back before publication time. The smaller a carrier's fleet is, the greater the impact when aircraft cannot operate. Gulf Air has 10 787-9s in its fleet, three of which—powered by the Trent 1000—are grounded. “Our problem with respect to the Rolls engine, and we are not the only ones, is like many other airlines it affects the stability of our operations and impacts us in terms of the growth of our network, no question,” Gulf Air Group CEO Jeffrey Goh said at the AGM. “The unfortunate situation is that Rolls-Royce keeps promising that there will be a solution—we have not seen in concrete terms that a solution is there." Goh said that when Rolls-Royce provides Gulf Air with a date for when the aircraft will be able to fly again, the date keeps slipping. “We face challenges with aircraft availability and engine availability—without these two major challenges, Gulf Air would be doing significantly better,” Goh added. El Al Israel Airlines is facing the same challenges with the Rolls-Royce engines, according to Chief Commercial Officer Shlomi Zafrany. “Luckily, we have one of the best MRO facilities in the world here in Tel Aviv. So far, with the support of Rolls, we do everything in-house, heavy checks etc.,” Zafrany said. Thanks to the MRO experience, El Al has not had to ground any 787s so far. “We are still working very hard to have the spare engines in place and to follow the part which is required for that,” he said. El Al operates 17 787s, all powered by the Trent 1000. An additional 787-9 will be delivered to El Al in a few months. Two more 787s will follow in 2025 and 2026. After this, three additional 787s plus six options for the next five years are planned. Besides the Israel-Hamas war, Zafrany said the biggest challenges for El Al is the lack of deliveries, for both aircraft and engines, and pilot recruitment. Air Force Investigating After KC-135 Landing Gear Retracts While Parked May 30, 2024 | By Unshin Lee Harpley A KC-135 Stratotanker’s front landing gear retracted while it was parked on the flightline of McConnell Air Force Base, Kan., on May 29, prompting the aircraft’s forward fuselage to touch the ground. Two maintainers were onboard and three other crew members were nearby the aircraft at the time of the incident, but no injuries were reported, according to a press release from the base. An investigation into the incident opened the morning of May 30, a spokesperson for the 22nd Air Refueling Wing told Air & Space Forces Magazine. The exact cause of the mishap will not be confirmed until an official report is complete. Col. Cory Damon, 22nd Air Refueling Wing commander, said other flying operations at the base remained unhindered. “Our Emergency Response Airmen put their training to this real-world test, and I am extremely proud of how they conducted themselves and performed their duties,” Damon said in a statement. Following the incident, the unofficial Facebook page Air Force amn/nco/snco shared a photo showing the front section of the tanker making contact with the ground at McConnell. Subsequent photos circulated on social media showing the mishap. [That will buff right out.] Back in March, a KC-135R from the Mississippi Air National Guard had to perform an emergency landing at Key Field in Meridian during a routine air refueling mission. The pilots and crew from the 186th Air Refueling Wing onboard safely landed the aircraft, and no injuries were reported. The incident took place when the aircraft’s boom sustained damage mid-flight, rendering it unable to retract for landing. Another Stratotanker from the Iowa Air National Guard made a crash-landing on a Sioux City runway in October. The incident took place during a training mission when the plane’s front landing gear failed to deploy, resulting in damage to the aircraft’s nose. No Airmen on board were injured. Every mishap is classified from Class A to E, with A being the most severe and E the least, based on the extent and monetary cost of the damages and/or injury. Wing commanders investigate mishaps classified as Class C and below, which covers anything at or below $600,000 in damages or injuries or occupational illnesses requiring one day off work. The KC-135, built by Boeing, has been in service for more than 60 years, and the Air Force intends to retain the fleet for years more to come. The Air Force is slowly adding more KC-46 Pegasus tankers, with, but delays in delivery over recent years have slowed down the retirement process of the KC-135s. The Air Force aims to release a request for proposals for the KC-135 Recapitalization Program—formerly called the “bridge tanker”—in fiscal 2025. Inside the first ever private jet shows things have come a long way • The Lockheed Jetstar was the world’s first official private jet • The plane had unmatched luxury • It was the world’s first dedicated business j Pub lished on May 30, 2024 at 2:44PM (UTC+4) • by Daksh Chaudhary Last updated on May 30, 2024 at 2:44PM (UTC+4) Edited by Tom Wood Private jets have always been synonymous with ultimate luxury. But this luxurious mode of travel has a long history that started with the Lockheed Jetstar. It was the world’s first official private jet. Note: See photos in the original article. READ MORE: Man converts Lockheed Jetstar plane into the most insane Airbnb Taking a peek inside this unique plane reveals just how much private jets have changed over time. Owned by the likes of Frank Sinatra, Elvis Presley, and Aristotle Onassis, the Lockheed Jetstar was a symbol of status. In fact, Elvis Presley’s jet is still with us today, and has undergone a significant transformation. It was the world’s first dedicated business jet with a capacity of 10 passengers, including a crew of 3. Before the introduction of the Jetstar, the only option available for the elite to fly was the business class of a commercial plane. But when it arrived in 1957, everything changed, and the plane quickly became a favorite, especially among the wealthy. Lok at those cozy seats and the fine interior. It certainly gives those luxury vibes. And to make chatting easy and quick, the seats faced each other. But when you compare it to today’s private jets, like the one owned by Elon Musk, it doesn’t quite measure up. Then again, we are talking about a jet from the 1950s here. If you think an old-school jet like this couldn’t have impressive specifications, think again. With a cruising speed exceeding 500 mph and a range of nearly 3,000 miles, the Lockheed Jetstar was as quick as it was beautiful. Today, we have far better private jets that could possibly be bigger than your house. From the Bombardier Global 8000 to the Gulfstream G650ER and the Airbus ACJ319neo, these jets have taken luxury to a whole new level. Collins Fields A High-Tech Airport Surface Awareness System By Mark Phelps Published: May 30, 2024 Updated: May 31, 2024 Collins recognizes that airplanes are only one of countless types of vehicles on an airport. Collins Aerospace is addressing the issue of airport incursion incidents with its Collins Airport Surface Awareness System. Airport incursions, by definition, can occur on runways, taxiways, baggage-loading areas—anywhere two vehicles of any type can potentially collide. Of course, aircraft runway incursions are the most potentially dangerous. According to the International Civil Aviation Organization (ICAO), runway incursions are responsible for 28% of fatal aviation accidents worldwide, Collins said. Incidents involving surface vehicles can also be deadly. But even non-fatal “fender bender” accidents involving airplanes hit by baggage carts, catering trucks and other ground vehicles can cause airport delays that affect thousands of passengers, not to mention the cost of aircraft repairs and downtime. The Collins Airport Surface Awareness System tracks the real-time position of every aircraft on the ground at the airport as well as in the air—approaching or departing. The system also tracks every other vehicle on airport property, such as tugs, fuel trucks, baggage carts, trucks and others. Combined with smart-vehicle technology, the system not only provides airport traffic managers with situational awareness of every vehicle, but can also geofence areas, enabling the airport to restrict where particular vehicles or types of vehicles can operate on airport property. The system can even enable airport personnel to shut down the engine if a vehicle encroaches on a restricted area—or reduce the speed of a vehicle being operated unsafely. Air Force Video Provides Unprecedented Look Inside The E-4B Nightwatch ‘Doomsday Plane’ May 30, 2024 Military Aviation STEFANO D'URSO Inside the E-4B NAOC (Image credit: USAF) Note: See additional photos and videos in the original article. Given the sensitivity of this asset, the Air Force rarely shows the interior of the E-4B. However, the 2nd Audiovisual Squadron released B-Roll videos of both the exterior and interior of the distinctive “Doomsday” plane, providing a glimpse into standard day-to-day operations. The E-4B Nightwatch, also known as the “Doomsday” plane, is one of the most interesting and important aircraft in service with the U.S. Air Force. This is because of its role, as it serves as the National Airborne Operations Center (NAOC) and is a key component of the National Military Command System for the President, the Secretary of Defense and the Joint Chiefs of Staff. In fact, in case of national emergency or destruction of ground command and control centers, the aircraft provides a highly survivable command, control and communications center to direct U.S. forces, execute emergency war orders, and coordinate actions by civil authorities. In these situations, the Secretary of Defense, the Joint Chiefs of Staff and other top personalities would fly on the E-4B, while the President will fly on the VC-25. In addition to the NAOC and Nuclear Command, Control and Communications (NC3) missions, the E-4B also supports the Federal Emergency Management Agency, which provides communications and command center capability to relief efforts following natural disasters, such as hurricanes and earthquakes. The E-4B is employed also abroad to support Air Force One’s trips or to transport the Secretary of Defense during his travels. The aircraft are based at Offutt Air Force Base, Nebraska, and at least one E-4B is always generated as a NAOC and on alert 24 hours a day, 7 days a week. The fleet is managed by Air Force Global Strike Command, which provides aircrew, maintenance, security and communications support, while the NAOC battle staff is provided by the U.S. Strategic Command. Given the sensitivity of this asset, the Air Force rarely shows the interior of the E-4B. Earlier this month, Hill AFB’s 2D Audiovisual Squadron released two B-Roll videos showing both the exterior and the interior of the aircraft, with the crew performing their day-to-day activities. The E-4B Nightwatch The E-4B, a highly modified militarized version of the Boeing 747-200 that serves as National Airborne Operations Center (NAOC) providing a flying command, control and communications center to direct nuclear (and conventional) forces, by receiving, verifying and relaying EAM (Emergency Action Messages). The aircraft is specifically designed to keep American decision makers alive in case of nuclear wars, crisis, or even zombie invasions or alien attacks. Therefore, the E-4B has to be able to fly through any EMP (electromagnetic pulse) with unharmed systems, so it is protected against the effects of EMP and has an electrical system designed to support advanced electronics and a wide variety of communications equipment. That’s why this highly-modified Boeing 747 does not feature modern glass cockpit but old fashioned, analogue-style avionics which are more resilient to EMPs. The main deck is divided into six functional areas: a command work area, conference room, briefing room, an operations team work area, communications area and rest area. An E-4B may include seating for up to 111 people, including a joint-service operations team, Air Force flight crew, maintenance and security component, communications team and selected augmentees. An advanced satellite communications system provides worldwide communication for senior leaders through the airborne operations center. Other improvements include nuclear and thermal effects shielding, acoustic control, an improved technical control facility and an upgraded air-conditioning system for cooling electrical components. The E-4B evolved from the E-4A, which had been in service since late 1974. The first B model was delivered to the Air Force in January 1980, and by 1985 all aircraft were converted to B models. All E-4B aircraft are assigned to the 595th Command and Control Group at Offutt Air Force Base, Nebraska. The Survivable Airborne Operations Center On Apr. 26, 2024, Sierra Nevada Corporation has been awarded a contract for the Survivable Airborne Operations Center (SAOC), the replacement for the E-4B Nightwatch. Similarly to the E-4B, the new SAOC will be a specialized variant of a commercial derivative aircraft, likely the Boeing 747-8. In fact, while it is not confirmed whether these planes will replace the current E-4 fleet, SNC is acquiring five Boeing 747-8s from Korean Air, with the sale scheduled to be completed in September 2025. The motivation of the acquisition is that the Boeing 747 production ended last year, so the Air Force will have to use second-hand aircraft. The new aircraft is expected to enter active service in 2036. The new aircraft will feature enhancements to withstand electronic and nuclear threats, including secure communications, self-defense systems, air refueling capabilities, and a modular open systems approach allowing for swift upgrades to enhance its operational effectiveness. While the exact number of aircraft to be procured remains undisclosed, some reports suggest the Air Force intends to acquire between 8 to 10 aircraft for the SAOC fleet. Russian Companies To Produce Spare Parts For Western-Made Jets Aviation Week Network Staff June 07, 2024 A shortage of spare parts for foreign-made passenger aircraft is forcing Russian carriers to seek alternatives inside the country. Two new projects for spare parts manufacturing were announced at Russia’s major business event, the St. Petersburg International Economic Forum, on June 6. Russian MRO provider Protektor Group agreed to invest RUB3.5 billion ($39 million) to construct a new facility near Moscow Domodedovo airport which will manufacture spare parts for Airbus A320 and Boeing 737 narrowbody jets. The new facility is expected to be ready in 2026 and will have 800 employees. As of the end of 2023, Russian airlines operated 204 737s and 265 A320 family aircraft, according to the latest available data from Russia’s Federal Air Transport Agency (Rosaviatsia). Protektor received production organization approval from Rosaviatsia in 2024. It was earlier certified to perform overhauls of landing gear for 737s. According to the government of Moscow region, the company provided overhaul services to Russian operators like Aeroflot, Pobeda, UTair and Belarus’ BelAvia. The company also manufactures structural elements for domestically made Tupolev Tu-214 narrowbody airliners. “We will expand the range of aircraft to meet the demand for all foreign models operated in Russia and to minimize dependence on Western countries until the new Russian aircraft are put into service,” promised the company’s co-founder and board member Alexander Kolbasov. Another project was announced by Russia’s largest private carrier S7 Group which decided to boost the production of aircraft spare parts and components at its Penza-based subsidiary Special Design Turbochargers Bureau (SDTB) with new investments of over RUB2.5 billion. The group bought the facility, which produces turbochargers for diesel engines, in 2016. Under the new owner, the bureau has mastered the production of molds for manufacturing plastic aircraft interior components, which were produced by MRO subsidiary S7 Technics for Western-made aircraft. S7 said that the new investment will facilitate the production of components for Russian aircraft manufacturers. But it also has some experience providing spare parts of its all Western-made fleet which consists of 63 A320/321s, 19 737-800s and 17 Embraer ERJ170 aircraft. Earlier, S7 Technics was manufacturing aircraft components under EASA Part 21G approval, such as curtains, seat covers, plastic interior parts, stencils, stickers, and much more. After EASA revoked certificates from the Russian companies in 2022, the Russian authorities gave the provider a green light in 2023 to manufacture components for Airbus, Boeing, Embraer, Cessna and ATR42 aircraft. Thwarted by western sanctions, Russian manufacturers are following the path of Iran, which continues to support its Western-made commercial fleet despite decade-long sanctions. Iran’s Tasnim news agency cited an official from the Iran Power Plant Projects Management Company (MAPNA) Group, stating that they had reverse-engineered turbine blades for Pratt & Whitney JT8D engines. After the new product gets approval from the Civil Aviation Organization of Iran, this will allow 28 McDonnell Douglas passenger planes to return to operation within the country. What a crashed jet means for an F-35 program already thin on test planes The crashed F-35 was supposed to add to the small test fleet of just 43 aircraft, many of which are older models that can suffer from maintenance issues, the F-35 Joint Program Office tells Breaking Defense. By MICHAEL MARROW on June 05, 2024 at 4:09 PM An F-35B is prepped for a test flight at Pax River Integrated Test Force in Patuxent River Md. May 24, 2017. (Official Marine Corps Photo by Cpl. Timothy R. Smithers) WASHINGTON — Amid delays and cost overruns for key F-35 upgrades, officials have increasingly emphasized the need to tackle a top issue for the Joint Strike Fighter enterprise: a limited and aging testing infrastructure, whose woes could delay or endanger future upgrades to the jet. And now that a brand new F-35 test jet crashed last week, the stealth fighter’s testing problems could get even worse, fleet numbers shared exclusively with Breaking Defense show. “Any crash of our military aircraft is of utmost concern. While we know that expanding F-35 test capacity is the first step to fundamental F-35 transformation, this incident exacerbates the already urgent need to expand it,” Rep. Rob Wittman, a Virginia Republican who chairs the House Armed Services tactical air and land forces subcommittee, said in a statement last week. As of November, the global fleet relies on just 43 test aircraft. F-35 Joint Program Office spokesman Russ Goemaere declined this week to comment on whether that fleet size has changed since Breaking Defense obtained those figures, but even if the numbers have increased slightly, it remains a tiny fraction of the over 1,000 stealth fighters built to date. Those jets are then divided into two subsets, known as developmental test (DT) and operational test (OT) aircraft. Within the DT fleet are two different kinds of aircraft. One type is dubbed flight sciences aircraft, which are uniquely instrumented to “conduct specialized test events focused on measuring structural and aerodynamic loads on the air vehicle due to stores, propulsion, or flight control changes,” Goemaere said. The JPO currently operates four flight sciences aircraft, and the 16 other DT jets are used to test mission systems. According to Goemaere, the F-35B that crashed last week was en route to Edwards Air Force Base and was planned to add to the DT fleet to support mission systems testing. The jet was relatively fresh off Lockheed’s production line in Fort Worth, Texas before it crashed, having been accepted by the government in September. (The pilot was able to eject.) The remaining 23 OT aircraft are operated by the military services. These jets “support testing suitability and effectiveness in an operational environment,” Goemaere said. Improving F-35 Test Infrastructure The F-35, like most large acquisition programs, relies heavily on laboratories to develop features like upgrades. Those are then introduced to the real world on test beds like the F-35B that crashed May 28. The problem for program officials is that both parts of that essential infrastructure are lacking. For example, software lab space has recently been prioritized to remedy the fighter’s troubled Technology Refresh 3 (TR-3) overhaul, a decision that the Government Accountability Office (GAO) warned in a May report [PDF] could hamper the fighter’s suite of Block 4 upgrades that need that lab space too. The same issue applies to the program’s limited number of test jets. Complicating the issue is that, according to Goemaere, the “bulk” of the current test fleet was built in some of the program’s earliest production lots, meaning that those jets are out of sync with more modern configurations and sometimes more prone to maintenance issues. Testing demands, combined with a lean fleet, means the services sometimes even have to loan their own OT aircraft to the JPO for DT activities. Specifically when it comes to flight sciences aircraft, GAO found that “in the past, three of the four testing aircraft have been down for maintenance simultaneously, severely limiting testing.” The program has some workarounds in place, GAO found, though testing demands could increase even more once problems hampering development of new features have been resolved. Goemaere agreed the flight sciences fleet must be refreshed, stating that the F-35’s program “most critical need is for flight sciences aircraft.” To that end, the program is eyeing replacements with a handful already under contract. Additionally, an amendment Wittman offered to the draft fiscal 2025 National Defense Authorization Act, which is awaiting a vote by the full House after the committee’s May 22 approval, would enshrine authorization for no fewer than nine new test jets. Wittman’s language actually tweaks a similar provision that was included in the FY24 NDAA. Through his amendment, the number of aircraft authorized for procurement would be increased from six to nine and would be acquired in the jet’s production lot 18, as opposed to lot 19. The test jets could additionally be manufactured in the fighter’s conventional takeoff, short takeoff and landing, or carrier-launched variants. The legislative language, according to a congressional staffer, is “intentionally open-ended” to enable the JPO to choose whether the aircraft should be manufactured in either a flight sciences or mission systems configuration. In responses to Breaking Defense, the JPO appears poised to procure those jets in the flight sciences configuration. That leaves the DT jets used for mission systems testing. According to Goemaere, “the F-35 program continuously evaluates the need for and timing of recapitalizing the development test aircraft fleet.” (The military services are separately responsible for recapitalizing their own OT aircraft.) Wittman’s committee is also going after other testing improvements. In a briefing with reporters on May 15, Wittman explained the committee’s decision to cut 10 F-35s from the Pentagon’s requested procurement in FY25 would help redirect funds into an “integrated software laboratory,” making a “digital twin” of the fighter and buying more test beds. In other words, “all those that should have been done years ago and haven’t been done. And that’s why we’re so far behind where we are today.” Still, House authorizers may not get their wish. House appropriators unveiled their budget this week, which adds F-35s over the Pentagon’s request instead of cutting them like the HASC outlined. Specific details of House appropriators’ spending legislation is expected to be unveiled shortly. It’s unclear how far-reaching the ramifications of last week’s crash will be for the F-35 program. But officials will certainly have to count on one fewer DT jet for an aging fleet. The JPO is “still determining the impact, if any, [the crash] will have on the F-35 program,” according to Goemaere. For Wittman, however, the impact is clear. “This incident will undoubtedly cause a technical setback for F-35 modernization and warrants an extensive and thorough investigation to determine the exact cause of this crash,” he said. Curt Lewis