September 11, 2024 - No. 37 In This Issue : Delta flight clips another plane on taxiway at Atlanta airport, knocks off smaller plane's tail : Calls for Rolls-Royce to explain A350 engine problem after Hong Kong flights axed : American Adds Nearly 500 New Aircraft Maintenance Jobs : Australia Starts Construction of Boeing 737 Sustainment Hangar in Adelaid : FLASHBACK: J-33/I-40 Turbo Supercharger Jet Engine : We tested a tried-and-true engine on 100% sustainable aviation fuel. It passed with flying colors. : Dodson Keeps Business Aviation Flying : Northrop Grumman Releases First Air-to-Air Footage Of Model 437 Vanguard : Airbus, Rolls-Royce to brief airlines as pressure mounts for clarity : Inside the Boeing plea deal : FAA Needs to Ensure Adequate Safety Metrics Before Boeing 737 MAX Production Can Grow, FAA Says Delta flight clips another plane on taxiway at Atlanta airport, knocks off smaller plane's tail No one was injured on either plane, according to Delta. By Clara McMichael, Sam Sweeney, and Emily Shapiro September 10, 2024, 10:56 AM Note: See video and photos in thee original article. 2 planes collide on taxiway at Atlanta airport The collision happened between two Delta planes, with one reporting its entire tail was knocked off. A Delta jet clipped a smaller plane on a taxiway at Hartsfield-Jackson Atlanta International Airport on Tuesday morning, tearing the tail off the smaller plane, officials said. Delta Air Lines Flight 295, which was en route to Tokyo, was taxiing for takeoff when its wingtip hit the tail of Endeavor Air Flight 5526, which was headed to Louisiana, knocking the Endeavor plane's tail off, according to the Federal Aviation Administration and Delta. An airplane with a damaged tail section is seen on the tarmac after a collision at the Atlanta Hartsfield-Jackson International Airport, Sept. 10, 2024, in Atlanta. WSB An airplane with a damaged tail section is seen on the tarmac after a collision at the Atlanta Hartsfield-Jackson International Airport, Sept. 10, 2024, in Atlanta. WSB The incident unfolded at the intersection of two taxiways around 10:10 a.m., the FAA said. An airplane with a damaged tail section is seen on the tarmac after a collision at the Atlanta Hartsfield-Jackson International Airport, Sept. 10, 2024, in Atlanta. Jackson Lane Two planes are seen on the tarmac after a collision at the Atlanta Hartsfield-Jackson International Airport, Sept. 10, 2024, in Atlanta. Nick Small "There is minimal impact to airport operations," an airport spokesperson said in a statement. "Passengers from one of the aircraft are being bussed from the incident to the concourses," the spokesperson said. "The second aircraft taxied under its own power to a concourse where passengers will deplane at their gate." An airplane with a damaged tail section is seen on the tarmac after a collision at the Atlanta Hartsfield-Jackson International Airport, Sept. 10, 2024, in Atlanta. Greg Vojnovic Two planes are seen on the tarmac after a collision at the Atlanta Hartsfield-Jackson International Airport, Sept. 10, 2024, in Atlanta. WSB https://abcnews.go.com/US/delta-plane-clips-plane-knocks-off-tail-taxiway/story?id=113551143 Calls for Rolls-Royce to explain A350 engine problem after Hong Kong flights axed The manufacturer should advise whether other airlines need to inspect fleets and replace any faulty components, experts say. A Rolls-Royce Trent XWB turbofan powering an Airbus A350-900 is pictured on Jan 31, 2023 at Rome's Fiumicino airport. (Photo: AFP/Andreas SOLARO) Listen to this article South China Morning Post 04 Sep 2024 11:01AM (Updated: 04 Sep 2024 11:03AM) Rolls-Royce should explain what went wrong with its A350 aircraft engine component that forced Hong Kong’s Cathay Pacific Airways to cancel flights and advise other airlines whether they need to inspect their fleets, experts have said. Their calls came as a well-informed source told the Post deformed fuel lines used to transfer fuel to Cathay Pacific’s Airbus A350 fleet were the reason behind the failure of an engine part. Inspections found that 15 of 48 of the airline’s fleet of A350s had engine issues, forcing the carrier to cancel 68 flights this week. Warren Chim Wing-nin, the deputy chairman of the Hong Kong Institution of Engineers’ aircraft division, said fuel pipes in general were not part of an airline’s maintenance programme that needed to be inspected. "The small fuel manifolds surrounding the engine’s nozzles are not movable and not in contact with other objects," he said. "It needs the engine manufacturer to explain why the fuel lines were deformed and whether it has something to do with design, manufacturing or other unexpected issues." Cathay announced on Monday (Sep 2) it had grounded its fleet of A350 aircraft after discovering the "first-of-its-kind problem" with the engine part. Engineers identified the failure after Zurich-bound flight CX383 returned to Hong Kong following take-off early on Monday morning. But Chim said that without knowing the initial engine warning in the cockpit, he could not assess the actual risks posed by the deformed fuel pipes. Whether a global call for other airlines to conduct thorough checks of the engine and replace the faulty components was needed depended on an assessment by the European Union Aviation Safety Agency, he said. Dozens of Cathay Pacific flights, including Singapore to Hong Kong, axed due to faulty A350 engine component What is the issue with Cathay Pacific's A350 Rolls-Royce engines? A spokeswoman said it had been informed of an incident affecting a Cathay A350 aircraft and the agency was in contact with Airbus and Rolls-Royce. "We will be monitoring any information coming out of the technical investigation and will take decisions on any fleet-level action as required," she said. Rolls-Royce said on Tuesday that the investigation in Hong Kong restricted it from commenting on the matter but it was "committed to working closely with the airline, aircraft manufacturer and the relevant authorities to support their efforts". "As well as providing support and guidance to Cathay Pacific, Rolls-Royce will also keep other airlines that operate Trent XWB-97 engines fully informed of any relevant developments as appropriate," it said. Airbus said it was working closely with Rolls-Royce and Cathay, adding: "At this time it would be inappropriate for us to comment further, pending further investigation." Lo Kok-keung, a veteran engineer retired from Polytechnic University, said all airlines operating the A350 aircraft should immediately conduct checks, especially the fuel nozzle and pipes. “Checking these two parts does not take a long time,” Lo said. “Safety matters. If there are problems with the pipes, the fuel will not be able to be transferred from the tank to the engine and also, if heat becomes trapped in the pipes, it could even lead to an engine fire.” He added airlines should be able to detect whether there were blockages in the fuel pipes and nozzles that could affect the flow of fuel to the engines during routine inspections. The Trent XWB-97 engines used in the Airbus A350-1000 jets are made by Rolls-Royce. "These two companies should do something to restore the confidence of the public about the engine design while providing guidance to airlines on maintenance and repair," Lo added. Air France on Tuesday said Airbus and Rolls-Royce had not advised or mandated airlines to perform any checks at this stage, while Singapore Airlines said it was inspecting the engines that powered its A350-900 fleet as a precautionary measure, adding there had not been any impact on flights. With 64, Singapore Airlines operates the largest fleet of A350 aircraft in the Asia-Pacific region. A mainland Chinese media outlet reported on Tuesday that the Civil Aviation Administration of China had initiated an investigation into whether A350 aircraft operating in the country required inspection, citing the management of several domestic airlines. According to the report, the mainland’s fleet of A350s numbered 78 and they were operated by four airlines. Although all of them were equipped with Rolls-Royce engines, the specific model varied depending on the airline. Airbus had 1,327 orders for the A350 aircraft by the end of July, of which 612 had been fulfilled. American Adds Nearly 500 New Aircraft Maintenance Jobs The airline is expanding its heavy maintenance operations in Charlotte, Tulsa, and Pittsburgh. [ Airline Careers ]September 9, 2024 12:07 pm ET By Ryan Ewing American announced on Monday the creation of nearly 500 new aircraft maintenance jobs across the country. The expansion includes additional heavy check maintenance work at the airline’s bases in Charlotte, Pittsburgh, and Tulsa. The additional headcount includes over 385 aviation maintenance technician (AMT) roles, the Fort Worth-based carrier said. This announcement builds on American’s ongoing commitment to growing its aviation maintenance workforce. In 2023, the company added over 300 jobs to its Tulsa maintenance base with the help of a grant from the State of Oklahoma. “American is excited to grow our talented Technical Operations workforce with more high-paying, skilled aviation maintenance positions,” said Greg Emerson, American’s Vice President of Base Maintenance and Facilities, in a press release. “It’s an opportunity to grow our maintenance capacity and capabilities in the near-term and preserve them over the long run by continuing to build our pipeline of future maintenance team members — which is important work American has been doing for some time.” Job Openings Now Available The new aviation maintenance positions are available for immediate application on the American Airlines careers website. The breakdown by location is as follows: • Charlotte: 133 openings, including 122 AMTs • Pittsburgh: 44 total openings, including 40 AMTs • Tulsa: 321 total openings, including 227 AMTs The airline’s mechanics are jointly represented by the Transport Workers Union (TWU) and the International Association of Machinists (IAM) unions. In 2020, the airline and its mechanics inked a new $4.2 billion contract, which will become amendable in March 2025. American Adds Nearly 500 New Aircraft Maintenance Jobs Australia Starts Construction of Boeing 737 Sustainment Hangar in Adelaide September 6, 2024 Australia’s Department of Defense has begun the construction of a four-bay hangar in Adelaide for the armed forces’ Boeing 737 aircraft maintenance project. Adjacent to the Royal Australian Air Force (RAAF) Base Edinburgh, the hub will measure 240 meters (787.4 feet) long and 60 meters (196.8 feet) wide. The center will have a 25-meter (82-foot) clearance needed to support overhauls of the country’s 737 special purpose aircraft, operational since the 2000s. It is also expected to provide modifications for other similar systems, including the E-7A Wedgetail early warning and control aircraft and the P8-A maritime patrol aircraft. Upon completion, the hangar will be used to expand the military’s sovereign capabilities to address its airborne fleet’s requirements instead of relying on offshore services. Work for the 200 million Australian dollar ($134.6 million) infrastructure project will run for two years, with about 450 construction jobs to be supported throughout the phase. Another 50 roles for ground servicing, avionics, structural, and mechanical engineering will be opened up once the hangar is operational. A 737 special purpose aircraft. Photo: LAC David Said/Royal Australian Air Force “The State Government has a proud history of directly investing in infrastructure to grow our defence industry and this project will see our state become the home of aircraft maintenance for this part of the RAAF fleet,” South Australian Defence and Space Industries Minister Stephen Mullighan remarked. “Because of our investment, for the first time, the Defence Force will be able to modify and maintain its fleet of Boeing military aircraft on Australian soil.” “The state has a strong track record delivering Defence projects and this will further enhance South Australia’s reputation as a leader in this space.” Supporting Local Community Heritage Canberra will partner with South Australia’s urban development agency Renewal SA to construct the 737 hangar. This 2.1-hectare hub will be built inside a 16-hectare project area possessed by Queensland-based construction management services firm BESIX Watpac in accordance with the Aboriginal Heritage Act and in consultation with Adelaide’s Kaurna Traditional Owners. “Renewal SA is committed to demonstrating best practice cultural heritage and engagement with Traditional Owners, respecting the history of Country and undertaking development on lands that have been lived on for thousands of years,” Renewal SA CEO Chris Menz stated. “Our focus will include increasing economic participation of First Nations people through training and employment, in addition to cultural heritage practices through construction.” FLASHBACK: J-33/I-40 Turbo Supercharger Jet Engine • Published Sept. 6, 2024 • By Jack Waid • Air Force Materiel Command History Office See full text CLICK HERE. During an early 1941 visit to England, then-Maj. Gen. Harold H. Arnold, acting deputy chief of staff for the Army Air Corps, became interested in the jet propulsion engine under development by the British. At the time, the British were ahead of the United States in this technology. The engine was developed by Air Commodore Frank Whittle of the Royal Air Force and was known as the Whittle Engine. In August 1941, then-Maj. D.J. Keirn, head of the Power Plant Laboratory at Wright Field, visited the Power Jets plant in Lutterworth, England, where the Whittle Engine was being constructed and tested. By October 1941, a Whittle Engine arrived at Wright Field, Ohio. A conference was held in Arnold’s office on Dec. 4 and 5, 1941. Attendees decided to build the Whittle engine in the United States, leading to a contract between HQ Army Air Corps and General Electric on Dec. 8, 1941. General Electric agreed to manufacture 15 Whittle-type engines for a total cost of $730,000. By early 1942, this number was increased to 46. On Oct. 7, 1942, then-Col. B.W. Chidlaw, AC/S(E) of Materiel Command in Washington, D.C., directed the Materiel Center at Wright Field to plan and develop jet propulsion engines and jet-propelled aircraft. By Dec. 11, 1942, an organization was established at Wright Field to handle the research and development of jet propulsion engines and aircraft. This group, part of the Technical Staff at the Power Plant Laboratory, also collaborated with units in the Aircraft Laboratories of the Engineering Division at Wright Field. Now a brigadier general, Chidlaw, chief of the Materiel Division in Washington, D.C., announced on Oct. 25, 1943, a tentative program for developing jet propulsion aircraft based on two types of engines: pure jet and gas turbine. This program was designed to be flexible, adapting to new tactical requirements or engineering changes. On Jan. 8, 1944, at Muroc Army Airfield (later Edwards Air Force Base), Lockheed’s chief engineering test pilot, Milo Garrett Burcham, conducted the maiden flight of the prototype Model L-140, the Army Air Forces XP-80 (serial number 44-83020). This aircraft used a General Electric variant of the Whittle Engine. In February 1944, at Arnold’s request, Maj. Gen. O.P. Echols, AC/AS, MM&D in Washington, D.C., submitted estimated performance data on the P-59A and XP-80A airplanes, along with information on the I-40 engine. The first I-40/J-33 engine underwent static testing on Jan. 11, 1944, at the General Electric plant. Although preliminary runs were not conducted at rated speed and thrust, the engine operation was deemed satisfactory. Five months later, an I-40 engine flew in the XP-80A. Development of the I-40 began in June 1943, with the first run achieved in an impressive six months. By Aug. 21, 1944, J-33 engines built to specifications had a probable life of 50 hours before major parts required repair or replacement. On April 8, 1944, the Resources Control Section at Wright Field recommended licensing Allison Division of General Motors Corporation in Indianapolis, Indiana, to build I-40 engines and tooling Plant No. 5 at Allison to produce 1,000 units per month. This recommendation was made due to General Electric’s poor production rates. From Muroc Army Airfield, Lockheed Aircraft reported that the prototype XP-80A airplane (using the new I-40 engine) made its initial flight on June 10, 1944. Due to difficulties with the flap mechanism, the airplane landed after 35 minutes of flight. The engine functioned satisfactorily and cooled well. A few days later, on June 14, 1944, Brig. Gen. O.R. Cook, chief of the Production Division at Materiel Command, sent a memorandum to AAF leaders in Washington. The memo stated that provisions were made for installing I-40 engines in the XP-81 and XP-83 under the contract with General Electric. Additionally, General Motors’ Allison Division and General Electric continued to produce engines for the XP-80A. As the war was nearing its end, a meeting was held at Wright Field on Jan. 30, 1945, by the Army Air Forces’ Air Technical Service Command, Materiel Command, Engineering Division. The meeting addressed the I-40 engine's operation in connection with the XP-80A and YP-80A airplanes. Discussion focused on Lockheed Aircraft Corporation’s development problems with the YP-80A, operational and maintenance difficulties with General Electric’s I-40-3, and a summary from Lockheed on additional flight test experience with the I-40 engine in the Lockheed XP-80 aircraft. After the war ended on Sept. 18, 1945, leaders from Wright Field and HQ Army Air Forces decided to terminate General Electric’s I-40 contract and transition to Allison Division. Allison Division expressed willingness to take full responsibility for engineering design and further development of the I-40. Allison also had a better production record with the I-40 compared to General Electric. It was believed that assigning Allison as the sole manufacturer “would do a great deal toward ensuring continuation of Allison in the development and production of both liquid-cooled and gas turbine engines.” J-33 engines of various variants continued to be used in F-80s during the Korean War and later around the world. Specifications for the I-40: • Type: Turbojet • Compressor: Single-stage centrifugal • Turbine: Single axial • Weight: 1,875 lbs • Thrust: 4,600 lbs max (AAF originally requested between 3,000 to 4,000 lbs of thrust) • RPM: 11,750 max • Altitude: 47,000 ft • Combustor: 14 interconnected straight-through chambers Weight, thrust, and other specifications varied with different engine variants. The J-33/I-40 was General Electric’s first turbojet engine of its own design, its last all-centrifugal-flow engine, and the last used in U.S. military combat aircraft. The Allison J-33 was the first mass-produced jet engine used by the U.S. military, powering first-generation jet aircraft including the Martin XB-51, Lockheed XP-81, F-80A/B/C, RF-80A, QF-80F, XF-14/A, TF-80C, T-33A/B, AT-33A, DT-33A/B/C, RT-33A, QT-33A, WT-33A, T-1A, North American F-86C, Northrop F-89J, and Bell XP-83. We tested a tried-and-true engine on 100% sustainable aviation fuel. It passed with flying colors. V2500 test is part of RTX strategy to increase SAF use and help meet industry climate goals July 03, 2024 Note: See important photos and graphics in the original article. Testing with 100% SAF The V2500 test marks the ninth engine model that Pratt & Whitney has tested on 100% sustainable aviation fuel. Here’s how those tests work. In with the Jet-A First, the team runs the engine on conventional jet fuel to set a baseline for performance. Rinse and repeat Then the fuel lines and tank are flushed, and the team runs the engine again to burn off any Jet-A residue. Bring in the SAF In the V2500 test, the team used a pure SAF product called HEFA-SPK made from reclaimed cooking oil and fats. Leave no trace The tank, lines and equipment are flushed again to remove any trace of SAF from the test bay. Testing with 100% SAF The V2500 test marks the ninth engine model that Pratt & Whitney has tested on 100% sustainable aviation fuel. Here’s how those tests work. In with the Jet-A First, the team runs the engine on conventional jet fuel to set a baseline for performance. Rinse and repeat Then the fuel lines and tank are flushed, and the team runs the engine again to burn off any Jet-A residue. Bring in the SAF In the V2500 test, the team used a pure SAF product called HEFA-SPK made from reclaimed cooking oil and fats. Leave no trace The tank, lines and equipment are flushed again to remove any trace of SAF from the test bay. The team gathered in Germany to test an aircraft engine’s ability to operate on the fuel of the future. It started by running that engine on the fuel of the past. Jet-A fuel, made mostly of kerosene, coursed into the V2500 engine for the singular purpose of proving it was in good working order. Then the team flushed the system and got down to the real business of the day: to show the engine could also run on a pure formulation of something called HEFA-SPK – a sustainable aviation fuel derived from reclaimed fats that produces far less carbon dioxide when burned. There were no surprises; the engine performed exactly as they knew it would. The V2500, made by IAE International Aero Engines AG, is the ninth engine Pratt & Whitney has tested on 100% sustainable aviation fuel, or SAF, since 2022. (Pratt, an RTX business, is a member of the IAE consortium.) That track record – which includes testing three auxiliary power units on 100% SAF – reflects the commitment of Pratt and RTX as a whole to helping the aviation industry reach net-zero carbon emissions by the year 2050. “SAFs are a critical lever for the decarbonization of aviation,” said Sean Bradshaw, senior technical fellow for Sustainable Propulsion at Pratt & Whitney. “They really are key to the industry achieving its environmental goals.” The engine that could (and has) The V2500 is a two-shaft turbofan engine and one of the most enduring, hardworking propulsion systems out there. Because it powers so many aircraft, it’s one of many high-priority engines being tested on 100% SAF. The V2500 engine: • Powers commercial, military and cargo aircraft. • Has been in service since 1989. • Currently flies on nearly 3,000 aircraft. • Can be found on the Airbus A319, A320 and A321, as well as the Embraer C-390 Millennium. “This test demonstrates to our customers who are invested in the lifecycle of the V2500 that this engine continues to play a part in IAE’s sustainability strategy,” explained Brandon Naples, associate director of V2500 Business Strategy at Pratt & Whitney. In addition to Pratt & Whitney, the IAE consortium includes Pratt & Whitney Aero Engines International (PWAEI), Japanese Aero Engines Corporation (JAEC), and MTU Aero Engines AG. The test took place in March 2024 at MTU’s maintenance, repair and overhaul facility in Hannover, Germany. “This test demonstrates to our customers ... that this engine continues to play a part in IAE’s sustainability strategy.” Brandon Naples | Associate Director of V2500 Business Strategy | Pratt & Whitney Lessons in fuel chemistry There’s something in conventional Jet-A fuel that pure SAFs don’t have – at least right now – that fuel engineers are working hard to solve for: aromatics. Aromatics are hydrocarbons that help rubber seals expand into place and prevent fuel leaks on some legacy engines. The higher the percentage of SAFs in a fuel source, the lower the aromatics. Synthetic aromatics are coming, but not yet readily available. “Fuels are soups of molecules,” added Bradshaw. “When you make changes to the composition of that soup, as we see with 100% SAF, you have to understand how every part works with the new combination of molecules.” That includes a deep analysis of the fuel’s effect on parts like seals and valves. Which is just what the IAE test team did. “Fuels are soups of molecules. When you make changes to the composition of that soup, as we see with 100% SAF, you have to understand how every part works with the new combination of molecules.” Sean Bradshaw | Senior Technical Fellow for Sustainable Propulsion | Pratt & Whitney Previous test as precedent They started with a strong foundation of data. Using the successful 100% SAF tests on Pratt’s GTF Advantage engine as a starting point, the team postulated that certain parts would perform similarly on the V2500. They had a 20-plus-item punch list that predicted success in various categories, looking at fuel lubricity and viscosity, density, surface tension and thermal stability. The team was particularly interested in the wetted fuel components, or those that touch the fuel-delivery system, as they evaluated the operability characteristics of the engine. And the best part? Everything worked well – even without aromatics. That’s because, even though it’s a more mature engine, the V2500’s sealing materials were compatible with the SAF used for the test. More extensive testing would be required to see how the engine performs on pure SAF over time. “We did a good thing that day at MTU,” said Amar Rajbhandari, a Pratt & Whitney deputy validation manager who represented his team at the test. “It was a proud moment for the IAE team – and for me personally to see the engine perform so well.” Fast facts about SAFs 500 flights used SAF in 2016 450,000 flights used SAF in 2022 600 million liters of SAF produced in 2023 vs. 100 million liters in 2021 ~449 billion liters of SAF needed to meet the net-zero goal by 2050 Source: Net zero 2050: sustainable aviation fuels (iata.org) Scaling up SAF production Pratt & Whitney has been testing SAFs since 2006 and helped establish the original technical standards that allow today’s aircraft engines to operate on SAF blends up to 50%. Recently, Pratt joined an industrywide working group to address the technical challenges of running engines on 100% SAF, with the goal of setting a new technical standard for pure SAF that won’t need to be blended with fossil fuels at all. The next hurdle is timing. What will widespread adoption of SAFs look like and how quickly can we get there? It depends. Bradshaw explained that production and distribution will be on very different timelines, based on whether we’re talking about drop-in or non-drop-in fuel solutions. Drop-in SAFs can be adopted much faster – they require no changes to existing technology or infrastructure, and there would be no need to certify them individually by aircraft. Non-drop-in solutions, which are generally more synthetic, have the potential to be even cleaner to produce, with fewer soot particles. But their vastly different chemical composition would require a lengthier adoption process. Both will be vital in their own right. But Bradshaw said there’s a sense of urgency to establish a standard for a drop-in SAF solution now, one that’s compatible with all engines – legacy, modern and future. “Either way,” he said, “we’ll be ready.” Pratt & Whitney engineer Amar Rajbhandari (grey shirt, center right) stands with other members of the IAE team in front of the V2500 engine at the MTU Aero Engine facility in Germany, where they recently demonstrated the engine’s successful performance running on 100% SAF. Some of the raw materials that go into today’s SAF blends include reclaimed cooking oil, plant materials and rendered animal fats. Photo by Olli-Pekka Orpo. All rights Neste. Dodson Keeps Business Aviation Flying Fuselages are harvested in Kansas pastures Remnants of Avantair fleet at Dodson International in Rantoul, Kansas. © Mark Huber/AIN By Mark Huber • Contributor August 31, 2024 On March 5, 2015, actor/pilot Harrison Ford crashed his vintage Ryan ST-3KR monoplane onto a Venice, California golf course following an engine failure. Eventually, the wreckage ended up in the boneyard at Dodson International in Rantoul, Kansas. Dodson buys and sells used aircraft parts. That includes accident aircraft, those that are no longer airworthy, or others that are worth more parked and parted out. Most were owned by people or entities you’ve never heard of, but there are a few notable exceptions: the late actor John Wayne’s Jet Commander, a Jetstream 31 turboprop once owned by Nascar racing legend Richard Petty, a Gulfstream GIII formerly belonging to Ultimate Fighting Championship CEO Dana White, the Piper Meridian that disgraced financier Marcus Schrenker parachuted from in an attempt to fake his own death in 2009, four Piaggio Avantis from the defunct Avantair, and a Hawker 4000 from that aircraft’s flight test program. Dodson began as an FBO operator’s side hustle of parting out old Cessna 172s and Piper Cherokees. Today, it is one of the world’s largest suppliers of business aircraft and turbine helicopter parts. Learjet 30 series and early Cessna Citations are particularly popular, as are vintage Bell JetRanger and model 212 helicopters. But there are newer business jets on the lot as well, including a late-model Dassault Falcon 7X. Dodson also deals in commuter and some large transport category aircraft, as well as aircraft support vehicles including fuel trucks and tugs. All sorts of still-needed aircraft parts are harvested in Kansas pastures. © Dodson International Drive through the rolling pastures just outside of town on Vermont Road and you’ll find the incongruous sight of a Lockheed JetStar mounted atop a pylon. Go through the adjacent gate and you will come to what was once a giant dirt-floor cow barn that formerly hosted rodeos. It’s part of Dodson’s nearly 200-acre complex with more than 200,000 sq ft under the roof, home to 18 million aircraft parts including 2,000 fuselages. The latter are neatly placed in the surrounding fields and arranged in groupings by make and model. CEO J.R. Dodson estimates that the company has recycled 5,000 aircraft since its founding in 1984. J.R. Dodson runs the company with his sons Dilon and Nic and 65 other full-time employees. Dodson obtains the aircraft and the parts from a well-established network of insurance and other companies. About 70% of its business is from North America. Occasionally, J.R. Dodson, a type-rated jet pilot and Embry-Riddle graduate who once aspired to fly for the airlines, will pilot his Falcon 10 to a site of a prospective acquisition to inspect it. He calls the Falcon a “Ferrari on steroids” and notes that the business he does on one trip often can pay the operating expenses on the 10 for the entire year. Dodson also has partial ownership of a Falcon 50 and 900. While photos and videos are nice, Dodson said there is no substitute for looking at an aircraft in person. Some aircraft Dodson dismantles itself, and others are taken apart through contracted FAA Part 145 repair stations. Dodson does not hold a Part 145 certificate but does employ airframe and powerplant mechanics for quality and compliance reasons. The airplanes arrive on trucks or are flown in by contract pilots, either to a grass strip across the road or the airport in nearby Ottawa, Kansas (KOWI), home to sister company Dodson Aviation. Components that have been recently overhauled or have a good amount of remaining useful life are particularly prized. During AIN’s visit, Dodson technicians were in the process of tearing down a newer Cirrus SR22 piston single, a medevac Leonardo AW109 twin-turbine helicopter, and a fire-gutted TBM turboprop. Inputting inventory involves a painstaking process of documentation, inspection, and evaluation, then data entry and bar-coding. The relevant data is stored on triple-redundant servers. The parts themselves are photographed and tagged and then either capped, bagged, caged, or sealed and then sent to warehouse for retrieval. Dodson uses a program that allows authorized users to access data and photos of any part of its inventory on a cell phone. Engines, around 20% of Dodson’s business, are stored separately and maintained according to recommended schedules. Vintage avionics also are a hot item and “are very valuable,” said J.R. Dodson. The company’s customers are primarily MROs and individual flight departments, but the continuing Covid overhang supply-chain disruptions have created a new class of customers—the OEMs. “The inability of manufacturers to provide certain parts has obviously helped us,” he said. “There are a lot of structural pieces and other things that manufacturers now have long lead times for, and sometimes the OEM just can’t tool up to produce in a timely manner. Not a month goes by that we don’t have an OEM buying a part they don’t have.” This is particularly true when it comes to engines, according to J.R. Dodson. “Typically, the engine MROs have escalated their pricing and increased their lead times, so there are opportunities there.” John Wayne’s former Jet Commander at Dodson International in Rantoul, Kansas. © Mark Huber/AIN But there is also risk. Dodson must hold onto wreckage in the event that any insurance or NTSB matters remain unsettled. Beyond that, there is no certainty as to when a particular component will find a buyer. While those timelines are not formally set, he said, “If we have a number of items that we know will never sell, we may purge the inventory of certain quantities.” Dodson prices parts using a formula that incorporates the purchase value of the aircraft. And while supply-chain issues present opportunity, he notes that it has also placed acquisition price pressure on the company. “It costs more to reload." Fortunately, Dodson has strong ties with its creditors, according to Dilon Dodson, who serves as vice president. “Thankfully, we have creditors that we have long-term relationships with. They don't really micromanage too much; we have a decently long leash with a lot of them.” He adds that Dodson’s longevity attracts customers, particularly insurers. “They know we’re a good source for a quick transaction.” Parts typically come from shelves stacked high inside the ”rodeo barn.” It now has a cement floor, and a quick tour reveals a plethora of parts any OEM would be hard-pressed to match: brakes in one row, axles in another. Dust caps, torque plates, flaps, trim tabs, spoilers, wing sets, landing gear assemblies are among others. “We try to keep the aisles clear, but increasingly we're running out of space. We’ll probably be expanding this building and maybe adding another warehouse,” Dilon Dodson said. Windshields are a particularly hot item. He attributes it to difficulties that manufacturers are having onboarding trained workers post-Covid. “It’s something that’s way, way backed up now. They have to hire and train people to make them. Where pre-Covid you were seeing a fail rate of 5 to 10%, now they’re having a fail rate of 40 to 45%.” Dilon Dodson, Vice President Dodson International in Rantoul, Kansas. © Mark Huber/AIN The sheer volume of what Dodson does can be daunting, Dilon admits. “It can feel overwhelming. But on the flip side, you always get to be doing something new and that’s really exciting. I wake up on Monday doing one thing and by the time Friday rolls around, I’ll be doing something new. It’s always interesting.” What interests him at this moment is shipping containers. “They’ve gotten very hard to find and become very expensive.” Dodson typically requires 15 to 20, but now it needs more. Although it has a mounted JetStar at its entrance, J.R. Dodson said the company probably would not be interested in turbojet aircraft now. “I can't imagine going out of my way to get [a Gulfstream] G1 or a JetStar, anything of that nature, unless there was some sort of extenuating circumstance.” But the JetStar on the pylon is staying. Putting it on the pole was the idea of J.R.’s father. Dodson acquired it for its four Pratt & Whitney JT12 engines in the 1980s when the JT12 “still had some viability,” according to J.R. Dodson. It was the fourth from the last JetStar Lockheed produced and belonged to a Mexican mining company. The mining company was not just retiring the aircraft—it was retiring its captain. He flew the plane into Ottawa and handed over the keys. “He had tears running down his eyes,” J.R.Dodson recalled. Meeting that captain, and scores of others, is the best part of his job, he said. “The most unique thing about aviation is that it’s a crossroads of very interesting, successful, driven, and wonderful people who all come together and share their love of travel and airplanes. You meet people from all over the world. It’s just priceless and I’ve enjoyed every moment.” And what became of Harrison Ford’s wrecked Ryan? Dodson sold it to the Airline History Museum at the Charles B. Wheeler Downtown Airport in Kansas City. Due to an ongoing lease dispute, the museum has been closed. Dodson Keeps Business Aviation Fly Northrop Grumman Releases First Air-to-Air Footage Of Model 437 Vanguard September 5, 2024 Military Aviation David Cenciotti A screenshot of the Model 437 during its first flight (Image credit: Northrop Grumman) On August 29, 2024, Scaled Composites’ new Model 437 aircraft, named Vanguard and registered as N437VN, completed its first flight at Mojave Air and Space Port in California. This aircraft marks another innovation by Scaled Composites, a company renowned for developing advanced and unconventional aerospace designs. The Vanguard is developed in collaboration with Northrop Grumman, which has brought its expertise in digital engineering and design to the project, leveraging extensive digital tools to streamline the development process and reduce costs. Northrop Grumman has just released an interesting video about the first flight that includes the first air-to-air footage of the Model 437. The Model 437 Vanguard was initially introduced in concept as an unmanned aircraft intended to operate as a “loyal wingman,” assisting manned aircraft in a range of missions. This concept was first showcased through official renderings in 2021, depicting the aircraft as a highly capable unmanned system with an estimated range of about 3,000 nautical miles, fueled by a payload capacity of 4,000 pounds and a cruise speed near Mach 0.8. However, recent developments have revealed that the aircraft includes a cockpit, transforming it into a crewed variant, which adds versatility to its operational potential. Design-wise, the Vanguard features swept wings with trapezoidal sections near the root, complemented by a V-tail configuration. The airframe is equipped with a top-mounted air intake behind the cockpit, designed for optimal performance during flight. The aircraft is powered by a single Pratt & Whitney 535 engine, delivering approximately 3,400 pounds of thrust. With a wingspan and length of 41 feet each, and a gross takeoff weight of 10,000 pounds, the Model 437 is equipped for multi-mission roles, including potential payloads like AIM-120 AMRAAM missiles or a side-looking radar, which are aligned with its projected operational profile. Scaled Composites emphasized its capability to rapidly design, fabricate, and test experimental aircraft. The Model 437’s development process involved a complete aircraft design from the ground up, including aerodynamic and structural analyses, fabrication of the fuselage and empennage, systems integration, and the execution of ground and flight tests. The aircraft’s structure and capabilities were inspired by the earlier Model 401 design, focusing on a low-cost, multi-mission platform suitable for attritable (expendable) roles in complex operational environments. Northrop Grumman / Scaled Composites Model 437 Vanguard First Flight Northrop Grumman contributed to the project by defining, developing, and verifying the removable wing assemblies using advanced digital engineering tools, under its Digital Pathfinder initiative. This effort demonstrated the significant efficiencies gained from a fully digital engineering approach, with reported reductions in engineering rework to less than one percent, a marked improvement compared to traditional design processes where rework can range between 15 to 20 percent. Northrop Grumman has applied its expertise from other major programs, including insights gained from the development of the B-21 Raider stealth bomber. The Vanguard’s first flight is a significant milestone for both Scaled Composites and Northrop Grumman, highlighting the ongoing evolution of aerospace capabilities through innovation and advanced digital processes. As testing continues, the aircraft is expected to fulfill multiple roles, demonstrating the scalability of its design and the benefits of integrating advanced technologies and methodologies in modern aircraft development. The collaborative effort showcases a path forward for future aircraft programs, blending rapid prototyping, digital design, and agile development to meet the complex demands of current and future aviation needs. The Predecessor As explained, the 437 is derived from another interesting aircraft: the Model 401. The Model 401 Sierra project, developed by Scaled Composites, was designed as a low-cost technology demonstrator with a focus on streamlined manufacturing. It features a single pilot cockpit, is powered by a single turbofan engine, and operates at medium altitudes. The project led to the construction of two identical aircraft, which completed development from concept to first flight in just 24 months; the first flew in October 2017, followed by the second aircraft six months later. These aircraft are informally known as “Sons of Ares,” a nod to Scaled Composites’ earlier Agile Responsive Effective Support (ARES) test jet. The aircraft have been further nicknamed Phobos and Deimos, reflecting their registration numbers N401XP and N401XD, and named after the Greek gods of fear and terror, who were also the sons of Ares, the god of war. The Model 401, also referred to as Sierra by Scaled Composites, is among the most secretive non-military aircraft used for testing today. After initial flight tests to expand their performance envelope, both aircraft began payload development for a variety of customers, demonstrating their versatility. They boast an impressive payload capacity of over 80 cubic feet and can carry up to 2,000 pounds. Notable payloads have included what appears to be a laser-directed energy system, as observed in 2022, with a specialized pod mounted beneath the fuselage that featured markings suggestive of laser technology. The aircraft’s capabilities suggest that it may also be involved in exploring defensive technologies against directed energy weapons. This aligns with previous sightings of a Model 401 sporting a mirror-like coating in 2020, preceding the adoption of similar coatings on various U.S. military aircraft like the F-22, F-35 variants, and even the F-117. These developments underline the Model 401’s role in pushing the boundaries of experimental aircraft technologies, leveraging its advanced design and integration capabilities to support a wide range of cutting-edge aerospace innovations. Scaled Composites’ work on the Model 401 reflects their expertise in rapid design, prototyping, and testing of advanced experimental aircraft. The company has built the Sierra from scratch, conducting aerodynamic and structural analysis, as well as overseeing the complete process from fuselage fabrication to flight testing. The ongoing use of the Model 401s for diverse testing missions exemplifies Scaled Composites’ commitment to advancing aviation technology and maintaining the aircraft’s relevance in a dynamic aerospace landscape. Airbus, Rolls-Royce to brief airlines as pressure mounts for clarity Money glitz | 6 Sep 2024 Cathay has canceled a total of 90 flights. AFP Airbus and Rolls-Royce are preparing to brief airlines on the fallout from an engine emergency that prompted Cathay Pacific to review its fleet of A350 jets as pressure from airlines mounts for clarity, two people familiar with the matter said. Barring fresh evidence as investigators examine the fuel system of a jet forced to return to Hong Kong on Monday, manufacturers have been leaning against recommending worldwide checks but the final word lies with regulators, the people said. A total of 90 Cathay Pacific flights were canceled from Monday to Saturday as Hong Kong's flag carrier inspected its Airbus A350 fleet. Some carriers including Singapore Airlines and Japan Airlines had been conducting precautionary checks of their entire A350 fleets after Cathay said it had found 15 of its 48 A350 jets needed repairs to fuel lines. Although the stance so far suggests there is no immediate discovery of a widespread flaw, it is too early to rule out further findings or analysis that may eventually require action by other airlines, the people said. The A350-1000, the larger of two models in the Airbus A350 family, and its Rolls-Royce XWB-97 engines have been under the spotlight since a Zurich-bound jet was forced to return to Hong Kong after an engine problem, later traced to a fuel leak. Initial investigations have revealed that a flexible pipe feeding a fuel injection nozzle in the XWB-97 engine was pierced, the people said. Hong Kong investigators are now expected to focus on whether that hole was the origin of the fuel leak or was itself caused by a different problem yet to be identified, the people added. So far no other airline has reported damage to fuel lines. Some have carried out voluntary checks since the incident while others have said they are awaiting clarity from Rolls-Royce. Hong Kong Aircrew Officers Association chairman Paul Weatherilt told The Standard yesterday that if a pipe fails, the fuel could spill onto a hot part of the engine and cause an engine fire. Inside the Boeing plea deal What poor manufacturing practices is costing the aircraft giant September 3, 2024 By John Gradek The first 737 MAX 7 is pulled into position for its debut at Boeing’s factory in Renton, Washington. Photo: Boeing If ever there was a need to exemplify the term annus horribilis in the annals of corporate history, 2024 and the Boeing Company would be the perfect match. And the year is not even over yet. Seven days at the beginning of July have seen Boeing face a number of issues. The United States Federal Aviation Administration (FAA) issued an airworthiness directive on July 8 requiring airlines that operate the Boeing 737 Next Generation and the 737 MAX to inspect each aircraft’s oxygen generator system for restraining strap failures within the next five months. This directive followed multiple reports of passenger oxygen generators shifting out of position – an issue that could prevent passengers from receiving oxygen during an emergency. Additionally, Boeing has agreed to plead guilty to a fraud charge resulting from failing to disclose critical design elements to regulators responsible for certifying the 737 MAX aircraft into commercial service. The U.S. Department of Justice revealed that Boeing agreed to the plea deal on July 7, after the government determined Boeing violated an agreement that had protected it from prosecution. Landmark plea deal The plea deal is the culmination of a three-year review process initiated in 2021. Boeing was ordered to demonstrate changes in its operating and production practices that contributed to the 2018 Lion Air and 2019 Ethiopian Airlines crashes, which involved 737 MAX aircraft and resulted in 346 fatalities. It is estimated that Boeing has lost US$60 billion in sales because of these crashes, and it has seen its profitability reduced by more than US$32 billion since 2019. Its debt increased to close to US$50 billion. Beyond the financial impact, the crashes have also had an emotional toll on the families of the victims. If the plea deal is approved by a federal judge and comes into effect, it will result in additional fines and expenses for the company. (A final decisions on the deal had not been rendered before press time.) Boeing will be fined an additional US$243.6 million and be required to invest at least US$455 million in compliance and safety programs. Lawyers representing some of the families have been pressing for a rejection of this Department of Justice plea deal, stating that: “The only way to enact meaningful change at Boeing would be to take action that affects its bottom line, which would mean imposing larger fines and more severe consequences.” The U.S. Justice Department in a court filing on August 14 defended the plea deal saying it lacks evidence to prosecute the aircraft manufacturing company for more serious crimes. If this challenge by the victim’s families is successful and the plea deal is rejected, it will result in a public trial that will require Boeing staff to testify about their roles in deceiving FAA regulators about a flight-control system that was implicated in the crashes. The financial implications for Boeing in such a trial have been estimated to exceed US$25 billion. Financial and emotional tolls The aggregate of these events will yet take more of a toll on Boeing. Political and regulatory discussions have highlighted the frustration with Boeing executives who have continued to apologize and promise change. Whistleblowers have presented a number of failings with Boeing’s assembly practices that have prevented potential safety issues from being addressed while aircraft are on the assembly line. It is startlingly evident that these failings could impact the safe and reliable operation of the final product. The culprits in these failings have been identified sporadically as the Boeing culture, the Boeing leadership style and the management performance measures in place. Much has been published about Boeing leadership having morphed from engineering- and quality-focused mindsets to one focused on economics and financial performance. Boeing at the end of July named Robert Ortberg as its new CEO. He is a 35-year aerospace veteran, who previously led Rockwell Collins and helped drive the powerhouse RTX. He also comes to Boeing with an engineering background. Regaining public trust Can Boeing overcome its current challenges and regain its reputation as a winning corporation? One that its employees, clients and the travelling public can count on to produce commercial aircraft that are safe, comfortable and sustainable? To do so, the world needs to trust the Boeing brand once again, a trust that was developed through decades of producing aircraft that customers held in high regard for quality and engineering design. Even with the arrival of a new CEO, the board of directors at Boeing needs to stand before the governance mirror and ask themselves if they have met their entrusted oversight responsibilities. It should not come as a surprise that many of Boeing’s directors are long-serving in their roles, bearing responsibility for the missteps taken by management in the recent past. Recent legal challenges aimed at limiting board members’ liability in instances of corporate mismanagement have failed in the U.S., with the courts reinforcing the need for directors to be aware of corporate malpractices and take action to remedy such instances. Global aviation in jeopardy All this raises an important question: Is there a risk to Canadian airlines and Boeing’s Canadian supply chain members resulting from this litany of issues? If the plea agreement is permitted to come into effect, Boeing will be identified as an organization convicted of a felony. As such, it would be subject to a U.S. statute that prevents defence contractors who have been convicted of certain felonies from winning future defence contracts. Given the nature of Boeing’s presence in both commercial aviation and defence, it seems unlikely this felony conviction will hinder Boeing’s relationships with suppliers and customers. The world needs Boeing to return to its fabled engineering, safety and quality roots. Global aviation depends on the reliability of major aircraft manufacturers. The clock is ticking and Boeing cannot make promises. Actions and results are needed – and needed quickly. FAA Needs to Ensure Adequate Safety Metrics Before Boeing 737 MAX Production Can Grow, FAA Says By Reuters | Sept. 10, 2024, at 10:03 a.m. REUTERS A Boeing 737 MAX aircraft is assembled at the company's plant in Renton, Washington, U.S. June 25, 2024. Jennifer Buchanan/Pool via REUTERS/File Photo By David Shepardson WASHINGTON (Reuters) - The head of the Federal Aviation Administration said Tuesday the agency must ensure the planemaker's safety processes are adequate before it will lift its 737 MAX production cap. FAA Administrator Mike Whitaker said he raised the issue with Boeing's new chief executive Kelly Ortberg and wants to ensure the planemaker follows through on its quality turnaround plan. "There have been comprehensive plans before, so I think the goal now is we really need to make sure that that's executed," Whitaker said at an industry conference. "We've capped production -- that was my first conversation with the new CEO. We need to make sure the safety metrics are exactly where they need to be to grow." Whitaker in late February gave Boeing 90 days to develop a comprehensive plan to address "systemic quality-control issues" after the Jan. 5 Alaska Airlines Boeing 737 MAX 9 in-flight emergency. Whitaker after the incident took the unprecedented action of capping Boeing's 737 MAX production at 38 airplanes per month and has ramped up in-person oversight. Boeing delivered the quality plan on May 30. Whitaker said he would hold quarterly meetings with Boeing's CEO starting in September in Seattle. Whitaker said Tuesday he plans to soon hold that meeting. Whitaker also noted the Justice Department has taken an interest in Boeing "so they're also implementing monitoring protocols." Boeing in July agreed to plead guilty to a criminal fraud conspiracy charge and pay at least $243.6 million. Ortberg, who took over on Aug. 8 as CEO, said in an employee email last month after a meeting with Whitaker of the company's "focus on true culture change, empowering employees to speak up when they see potential issues and bringing the right resources together to solve them." FAA Needs to Ensure Adequate Safety Metrics Before Boeing 737 MAX Production Can Grow, FAA Says Curt Lewis