August 7, 2024 - No. 32 In This Issue : FAA proposes directive after lapse on Boeing Dreamliner aircraft : Bell’s Future Long Range Assault Aircraft Enters Milestone B : AOPA Baron Wing Stain Traced To Leaking Bladder Patch : Boeing Furious at NASA Plan to Return \Stranded Astronauts on SpaceX Craft : Why Did Boeing End The 757 Program? : Air Taxi Plant on Track for 2024 Completion : Textron Aviation Expands Service Offerings to Include Cessna Citation 560XL Series Landing Gear Repair Process : United Airlines becomes 1st to purchase Sustainable Aviation Fuel at O'Hare : Why do Airbus aircraft have brake fans but Boeing does not? FAA proposes directive after lapse on Boeing Dreamliner aircraft Aug. 1, 2024 Updated Thu., Aug. 1, 2024 at 7:02 p.m. By Allyson Versprille Washington Post U.S. aviation regulators proposed a directive to require maintenance record checks or inspections of some of Boeing Co.’s 787 Dreamliners after the planemaker reported a missed test on a part for the main landing gear. The proposed directive, which would apply to all 787-8, 787-9, and 787-10 models, would affect an estimated 156 U.S.-registered aircraft, according to the Federal Aviation Administration. In the regulatory filing, known as an airworthiness directive, the agency said Boeing reported that an inspection designed to detect cracks or defects wasn’t performed during the manufacture of the landing gear part. The FAA said a subsequent investigation determined the safety lapse “was caused by human error” and was isolated to a single technician. Undetected cracks could lead to a fracture of the part – an “unsafe condition” that may cause the landing gear to collapse, the regulator said. The finding comes as Boeing faces heightened scrutiny from regulators after a mid-air blowout on one of its 737 Max jets in January uncovered manufacturing and quality lapses at its factories. Since then, the planemaker has made strides to try to address the issues, including by encouraging more employees to report problems they see on the shop floor. The FAA disclosed in May a separate investigation involving the 787 after Boeing alerted authorities to potentially missed inspections to confirm adequate bonding and grounding where the wings attach to the aircraft body. Boeing didn’t immediately return a request for comment. Bell’s Future Long Range Assault Aircraft Enters Milestone B 5 August 2024, 08:08 (CDT) Blakeley Thress Bell’s Future Long Range Assault Aircraft Enters Milestone B Fort Worth, TX (August 5, 2024) – Bell Textron Inc., a Textron Inc. (NYSE:TXT) company, announced today the United States Army has approved the Milestone B decision for the Future Long Range Assault Aircraft (FLRAA), marking the beginning of the weapon system’s Program of Record (PoR). "This achievement marks a historic moment for both the U.S. Army and Bell,” said Ryan Ehinger, Bell’s Senior Vice President and Program Director, FLRAA program. “Now that the program has Milestone B approval, the course is set for delivering transformational capability to the warfighter. The FLRAA team remains laser-focused on working in tandem with the U.S. Army to execute the next phase of Engineering and Manufacturing Development (EMD).” The Milestone B decision is a part of the Major Capability Acquisition process and comes after years of the Bell team working alongside the U.S. Army and Bell’s FLRAA teammates to decompose requirements, reduce risk and inform the weapon system acquisition. This includes the execution of the Preliminary Design Review (PDR) ensuring integration and effectiveness of the aircraft’s design including weapon system design, sustainment and system integrations that are integral to the U.S. Army’s special mission requirements. “This significant milestone is made possible by the years of hard work and sacrifice by Team FLRAA and our teammates throughout the Army and the Department of Defense,” said COL Jeffrey Poquette, FLRAA Project Manager. “We are poised to deliver a truly transformational aircraft for the Army. The hard work continues into the Engineering and Manufacturing Development Phase where we will design, build and test FLRAA prototypes. It is certainly an exciting time for the program.” Following the U.S. Army’s FLRAA contract award in December 2022, Bell established several new state-of-the-art facilities and established several new innovative manufacturing processes to drive cost, schedule and performance to support the program’s execution. As Bell and the FLRAA team enter into the EMD phase, Bell’s focus will be on continued design maturation and prototyping. The U.S. Army’s new long-range assault aircraft will fly twice as far and twice as fast as the current fleet. By utilizing mature tiltrotor technology coupled with an innovative digital engineering approach and an open architecture, it will be the most reliable, affordable and high-performing long-range assault aircraft in the world. AOPA Baron Wing Stain Traced To Leaking Bladder Patch General Aviation Modifications Inc. (GAMI) says the gunk that smeared the underside of the left wing of the AOPA Beech Baron fuel test bed aircraft at AirVenture originated with a… Russ Niles Updated Aug 4, 2024 8:04 AM EDT General Aviation Modifications Inc. (GAMI) says the gunk that smeared the underside of the left wing of the AOPA Beech Baron fuel test bed aircraft at AirVenture originated with a leaky patch in the 50-year-old bladder in the tank. In a report prepared by GAMI, the company said the mechanics who removed all four bladders from the Baron found the leak in an old patch on the ancient bladder that has been used to hold G100UL for the past nine months. Fuel then settled between the leaking bladder and "chafe tape" that is applied to the inside metal of the wing to protect the bladder from wearing against the metal. The fuel dissolved the glue on the tape and it became the sticky residue that dramatically appeared on the underside of the wing while the plane was on display at the show. There is 100LL in the right tank and AOPA is gathering comparison data on the use of the fuels in real-world conditions. GAMI also stated that these types of fuel bladder leaks are relatively common in Beech Bonanzas and Barons operating on 100LL. The company said a pilot at GAMI’s booth at Oshkosh reported he had leaks in his Bonanza three times in three years. The appearance of the stain on the underside of the wing at Oshkosh sparked intense online dialogue about the nature and impact of the apparent leak. In the report, GAMI noted there had also been minor leaks from the 100LL tank (which is 46 years old) and there was also evidence of leakage of 100LL from the left tank from before the side-by-side test. But GAMI said none of the leaks were related to its fuel or any other fuel eating the bladder material. It said G100UL was exhaustively tested, under FAA supervision, for compatibility with the bladder material during the STC process with no issues. AOPA left the Baron in Oshkosh after the show to have technicians determine the source of the leak. GAMI says the plane is now in Virginia and will get new fuel tanks, which was supposed to happen before the fuel test began but was deferred because the parts weren't available. AOPA-Baron-at-OSHKOSH-2024-Fuel-Blader-Leakage-Report: Download Tensions Rising: Boeing Furious at NASA Plan to Return Stranded Astronauts on SpaceX Craft by Victor Tangermann Yet another crisis for Boeing. NASA / Futurism Bucket of Bolts NASA is still hemming and hawing over how to return its two astronauts currently stranded on board the International Space Station. Rumors continue to swirl that the space agency is considering making room for Butch Wilmore and Suni Williams on board a SpaceX Crew Dragon spacecraft, which is now scheduled to arrive at the station in late September. And as the Wall Street Journal reports, that potential plan has enraged Boeing officials as tensions continue to grow — and time is running out. According to the WSJ, a review of Starliner's readiness for its return flight was postponed, suggesting not everybody at NASA is convinced that it's safe to fly. That's in stark contrast to Boeing, which has been adamant that Starliner is ready to safely carry Williams and Wilmore back to Earth — a hairy situation for the aerospace giant, which has already been embroiled in controversy for years over its passenger jets failing in several ways. Risker Act Boeing's Starliner managed to sputter to the space station in early June, despite springing several helium leaks affecting its propulsion system. Ever since, engineers have been poring over the data and testing spare engines back on the ground in an effort to pinpoint the problem. In the face of it all, an official return date for Wilmore and Williams has yet to materialize just over two months into what was initially supposed to be a two-week trip to the ISS. For its part, NASA has yet to make a decision on which spacecraft to use for their return. The stakes are high: Boeing's total losses on Starliner have grown to a whopping $1.6 billion, and both it and NASA have committed a total of $6.7 billion to the program since 2010. That's at least twice as expensive as SpaceX's Crew Dragon, which has reliably been doing the exact same job that Starliner is supposed to do for years now. In short, the agency is stuck between a rock and a hard place. It'll need to either risk Williams and Wilmore's lives by sending them back on board Boeing's leaking Starliner, or undercut its multi-billion dollar contract with Boeing by opting for a ride from SpaceX instead — an admission that NASA's over-budget and much-delayed alternative to SpaceX's Dragon still isn't ready. Why Did Boeing End The 757 Program? Daniel Fowkes 06 Jan 2024 The Boeing 757, introduced in the early 1980s, remains a workhorse, with airlines globally still flying the series. So why did the aircraft manufacturer end production for customers after multiple years of building the aircraft? Boeing 757s Success After what was described as a slow start, the Boeing 757 enjoyed substantial success within the market. The success can be attributed to its versatility and ability to operate from various airports. Boeing identified a gap in the market for an aircraft capable of carrying a decent number of passengers over medium distances. This gap in the market couldn’t be achieved through the early 737 designs or a plane as large as the 747 or the 767 either. The 757 was the solution to interest and a gap in the market and would go on to replace the 727 as well. The series would come equipped with just two engines, and Boeing would hope the type would stick the landing, to which analysts would determine it did. Ultimately, the 757’s commonality with the 767 meant it saw the sharing of cockpit and systems. Customers operating the two aircraft types, therefore, saw additional benefits. The joint operation of the 767 and 757 was seen visibly within the United States. The Boeing 757 Comes To An End Despite enjoying substantial success in the market, the aviation industry evolved, and the Boeing 757 aged. With the evolution in the market, customers’ needs for aircraft were adjusted, and the place of the Boeing 757 began to be questioned. This is often described as a circle of life. The development of the Boeing 737 Next Generation (NG) series further narrowed the gap that the 757 had once filled. This inherently isn’t bad for the plane maker, especially considering it was, in this case, an aircraft type they launched that was seeing question marks for an older one. Boeing’s development and release of the 737NG as a further upgrade to the existing 737 models presented several questions for airlines about the direction of the industry, especially with regard to just what was next and how they’d move away from the 757 and 767. These newer models, benefiting from advancements in engine technology and aerodynamics, could fly longer distances and accommodate a similar passenger capacity. Even if capacity was to be less at times, they were deemed a worthy selection for the airline industry. New Aircraft Focus In addition to the 737’s advancements, Boeing’s focus on developing other new aircraft made the 757’s future uncertain. The Dreamliner introduced a new era of long-haul travel, offering airlines improved fuel efficiency, passenger comfort, and increased range, all of which were at a fraction of the costs associated with operating the 757. Was the 787 the 757 replacement? No, but it did present an upgrade that was worth it for some airlines. Airlines began to favour other options either released or being worked on for the niche that the 757 filled. Boeing Says Goodbye To The 757 Boeing eventually discontinued the 757 production, which many said was influenced by the decisions touched on in the early 2000s. However, ultimately, a last push and a failed new variant, the 757-300, would slam the nail on the head for the program. There was a lack of customer interest at the time for the 757, especially a further stretch. Additionally, there was the belief that those who required the 757 capabilities had already ordered the aircraft and were operating it. With that in mind, there was no need for further orders to be placed. A New 757? While the 757 is no longer in production, the aviation community desperately desires its return or a modern equivalent, say in a MAX or X form. Many airlines and industry experts recognise the unique capabilities of the 757, which is why it was so loved back in the day and believe there’s potential for a new iteration. Many of these calls for the 757’s return would come towards the 2020s when Airbus’ advancements within the market would see the lack of a dedicated 757 replacement highlighted. Boeing would eventually release the 737 MAX, and these variants were another further upgrade to the 737NG mentioned. These planes can do a job for several airlines, but they weren’t a like-for-like replacement to the 757. The 787 also presented questions for airlines, but in the same capacity, this couldn’t be deemed as an ideal replacement either. Airbus Advances With Their A321neo Over at European plane maker Airbus, their development of an A321 series can also be viewed as an adequate means to replace the 757. Airbus’ further development of the A321neo program has seen Boeing face increased pressure to offer their next-generation middle-of-the-market airliner to not lose market share in a valuable sector of the industry. However, the A321 works for only some companies, not all. Customers such as Delta emerge as one that still flies the 757 extensively. However, they’ve struggled to find a like-for-like replacement. Delta has a strong commitment towards the A321neo family; however, critical executives at Delta are in a position where no matter what aircraft they order, they’ll never be able to replicate the 757. While some argue Delta needs to find ways to adapt, their feeling can’t be ignored. To Conclude In summary, Boeing ended production on the 757 for several reasons that analysts would argue came at the right time, given the lack of demand for such a type. As the 2020s approached, however, those in the camp believed a new 757 would’ve worked in the market to fend off interest in the Airbus A3201neo. Boeing would eventually reject a new middle-of-the-market aeroplane, instead heading back to the drawing board in the 2030s when newer and more groundbreaking technology is available. The 757 is the little pocket rocket that could. Maybe nostalgia fuels the desire for a new iteration, or maybe there’s a need somewhere for such a type to build. Still, it’s costly and not optimal for so many decades following the closure of production to resume a line. For the 757, though, the fact two decades on, it remains such an essential part of airline fleets speaks volumes about the legacy it’s building for itself. Air Taxi Plant on Track for 2024 Completion Archer Aviation featured its Midnight electric aerial vehicle for government officials at DeKalb–Peachtree Municipal Airport Chuck Martin, Editorial Director AI & IoT August 2, 2024 Business Wire Flying taxi company Archer Aviation is on track to complete its manufacturing plant in Georgia before the end of this year. The 400,000-square-foot facility in Covington is being constructed to have the capacity to produce 650 Archer Midnight flying vehicles. Archer featured its Midnight electric aerial vehicle (EAV) for government officials at Atlantic Aviation’s new terminal at DeKalb–Peachtree Municipal Airport, where it provided the construction update. The Archer Midnight can carry four passengers, a pilot and carry-on luggage and is aimed at trips of 20 to 50 miles, with 10 minutes of battery charging time between flights. It can travel up to 150 mph and is designed for back-to-back flights. As with other EAVs, the Archer Midnight is a low-altitude flying vehicle. “Thanks to the hard work of the Archer and Stellantis teams, we’re tracking towards completing this manufacturing facility by the end of the year,” said Adam Goldstein, CEO and founder of Archer. “Once complete, we’ll focus on ramping production up to 650 aircraft a year — our goal is to be the first in the eVTOL industry to achieve scaled manufacturing.” Archer recently signed a deal with Southwest Airlines to create an electric air taxi network in California using Archer’s Midnight eVTOL. The air taxis would fly in California, where Southwest operates from 14 airports across the state. This deal includes partnering with Southwest employees and unions for operations to provide travelers with a door-to-door journey with the EAV involved in the first and last miles of a trip. Archer recently received a $55 million investment from automaker and backer Stellantis as part of a funding agreement linked to a successful transition flight test completed in June. Earlier this year, Stellantis purchased 8 million worth of Archer stock following an investment of $110 million in Archer in 2023. Stellantis started investing in Archer in 2021, a year after it became a strategic partner to the flying taxi company. Archer has been tapping into the supply chain and manufacturing assets of Stellantis to help in the development of its eVTOLs. Archer had announced it was planning to create an air mobility network connecting five locations across the San Francisco Bay area with takeoff and landing facilities in San Francisco, Napa, San Jose, Oakland and Livermore. Archer also has partnered with Signature Aviation to provide the eVTOL maker access to key United Airlines hubs at airports including Newark International and Chicago O’Hare. Signature is the world’s largest network of private aviation terminals and would provide Archer with access to takeoff and landing sites in major metropolitan areas across the U.S., including New York, Los Angeles, San Francisco and Texas. The companies plan to leverage their partnerships with Beta Technologies from Burlington, Vermont, to install the Beta rapid recharging systems at the Signature terminals Archer recently received approval from the Federal Aviation Administration (FAA) to begin operating EAVs commercially. That was the second air taxi maker to be certified by the FAA, following Joby Aviation, which received its FAA certificate in 2022. The so-called Part 135 certificate allows Archer to carry United Airlines passengers to and from airports on Archer flying vehicles once Type Certification is received, which could be next year. United and Archer plan to conduct commercial operations together. Archer has been expanding globally, including a deal with KakaoMobility in Korea for the purchase of up to 50 of the Archer Midnight at a value of $250 million. KakaoMobility would own and operate the EAVs in Korea, with flying taxi flights offered to the 30 million registered users on the Kakao T mobile app starting in 2026. Archer also recently partnered with Etihad Training to recruit and train pilots to fly its Midnight EAV across the United Arab Emirates. Archer featured Midnight for the first time in Saudi Arabia, following a showcasing of the EAV at the DriftX mobility expo in Abu Dhabi. Archer is in the process of establishing UAM operations across the UAE with the help of the Abu Dhabi Investment Office, Falcon Aviation and Air Chateau. Etihad Aviation Training trains pilots for numerous global airlines and plans to work with Archer to recruit and train pilots for the Archer eVTOL. The EAV company has received a commitment of the investment of hundreds of millions of dollars from the Abu Dhabi Investment Office. Archer last year raised $215 million from Stellantis, Boeing, United Airlines and ARK Investment Management, with total funding at that time at $1.1 billion. Textron Aviation Expands Service Offerings to Include Cessna Citation 560XL Series Landing Gear Repair Process 30.7.2024 17:00:00 CEST | Business Wire Textron Aviation today announced the expansion of its service offerings to include a new standard repair process for Cessna Citation 560XL series aircraft main landing gear (MLG). The new solution, developed in collaboration with the company's affiliate, Able Aerospace Services, allows for significant MLG repairs without a full replacement – providing an additional timely and cost-effective part option for customers. This press release features multimedia. View the full release here:https://www.businesswire.com/news/home/20240730537843/en/ Beechcraft, Cessna and Hawker customers receive factory-direct support, maintenance and modifications byTextron Aviation Inc., aTextron Inc. (NYSE: TXT) company, through its global network of service and parts centers, mobile service units and 24/7 1CALL AOG (aircraft-on-ground) support. "Our priority is delivering the best aviation experience for our customers, and having the option to repair main landing gear gives customers additional flexibility when servicing their aircraft," said Brian Rohloff, senior vice president, Customer Support. "This investment in a new solution for Citation 560XL aircraft supports reducing operating costs and minimizing aircraft downtime so that we can keep our customers moving." Textron Aviation initially announced MLG repair capabilities on the Cessna Citation CJ series aircraft in 2020. In addition to offering greater efficiency for customers, the new service supports Textron Aviation's efforts to reduce and reuse by allowing customers to repair parts and utilize exchanges and rentals. The company continuously seeks to enhance the efficiency and cost-effectiveness of maintenance services across the entire Beechcraft and Cessna fleet. United Airlines becomes 1st to purchase Sustainable Aviation Fuel at O'Hare ByABC7 Chicago Digital Team Wednesday, July 31, 2024 United Airlines said it has become the first airline to purchase Sustainable Aviation Fuel at O'Hare. CHICAGO (WLS) -- United Airlines said it has become the first airline to purchase Sustainable Aviation Fuel at O'Hare. The Chicago-based airline's CEO made the announcement at the airport on Wednesday. The fuel, also known as SAF, is made from renewable or waste materials. The fuel can emit up to 85% less carbon on lifecycle basis, compared to jet fuel. United said it used more SAF in 2023 than any American airline at airports in California and Europe. Governor JB Pritzker was in attendance at the announcement to show his support for the initiative. The Illinois SAF tax credit was signed into law in 2023 to provide framework for the airline to begin purchasing SAF for use at O'Hare. Why do Airbus aircraft have brake fans but Boeing does not? Rebecca Williams Airbus aircraft have brake fans but Boeing does not because they use different types of brakes that have different cooling characteristics and needs. Airbus aircraft use carbon brakes, while Boeing aircraft use steel brakes. Carbon brakes have several advantages over steel brakes, such as lighter weight, higher energy absorption, and longer durability. Carbon brakes also have some disadvantages, such as higher cost, higher sensitivity to temperature, and longer cooling time. So Airbus aircraft need brake fans to cool down their carbon brakes more efficiently and effectively. The main reason is that they use steel brakes. Steel brakes have some advantages over carbon brakes, such as lower cost, lower sensitivity to temperature, and shorter cooling time. Steel brakes also have some disadvantages, such as heavier weight, lower energy absorption, and shorter durability. So Boeing aircraft do not need brake fans to cool down their steel brakes as much as Airbus aircraft. The other reason is that they depend on the operational needs. Brake fans are optional equipment on both Airbus and Boeing aircraft. The airlines can choose whether to install them or not based on their operational requirements and preferences Curt Lewis