October 9, 2024 - No. 41


In This Issue 

: Aircraft Maintenance: New FAA interpretation could devastate GA 

: HAECO - Largest MRO Partners with ProSafeT

: Alaska Continues 737-900 Retirements

: US Army's 34-year-old unique ARES close air support aircraft still active for classified tests 

: 54 Job Types Down to 10? Air Force's Top Enlisted Leader Looks to Merge Maintenance Specialtie 

: FAA Flags Non-Conforming Leap-1A Seals For Replacement 

: American Airlines prepares for deicing season across North America airports 

: The Nexus of Avionics, Artificial Intelligence, and Aircraft Values

: California 2031 Leaded Avgas Ban Signed Into Law

: RTX’s Pratt & Whitney Opens Largest Military Engine Production Facility 

: Is what I’m doing protecting my aircraft from corrosion during the winter? 

 

 


AIRCRAFT MAINTENANCE: NEW FAA INTERPRETATION COULD DEVASTATE GA
October 1, 2024
By Jeff Simon

On September 3, FAA attorneys released a legal interpretation of 14 CFR §43.3(d), effectively changing the FAA’s view of the standard maintenance supervision model that has been in place for the past 60 years. Without industry intervention to have the FAA reconsider its new view, the A&P experience-based training and owner-assisted maintenance models cannot survive.

A new FAA legal interpretation stands to devastate general aviation by prohibiting remote supervision of maintenance activities. Photo by David Tulis.

To understand the significance of the FAA’s action, it’s important to understand how maintenance supervision has worked for decades. The model for aircraft maintenance quality and safety is based on two separate processes: performing maintenance and approving the work for return to service.

Performing maintenance
The regulations allow for anyone to perform maintenance on an aircraft (excluding inspections), so long as they are supervised by someone certificated to perform the task being accomplished. This is what makes it possible for shops to train new mechanics, allow for owner-assisted annuals or maintenance, and leverage greater staff resources to make the maintenance industry work. Specifically, 14 CFR §43.3(d) includes the following:
A person working under the supervision of a holder of a mechanic or repairman certificate may perform the maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation.

The most important phrase in the regulation is “to the extent necessary to ensure that it is being done properly.” In practice, certificated A&P mechanics supervise staff, trainees, and aircraft owners in their shop, teaching them how to do various tasks and using their judgment to determine when they need to assist, directly supervise, or simply give instructions and come back to inspect the results of the work. The supervisor’s discretion about when and how to personally supervise the work is critical because every task is different with regard to complexity and risk. For example, an oil change is a very low-risk operation that may require no observation of the work done until it is complete. In contrast, installing a cylinder might require direct observation every step of the way. In addition to the complexity of the various maintenance tasks, the experience of the individual is equally important. A brand-new trainee requires a completely different level of supervision than someone who has worked in the shop for years and is already qualified to take the test to become an A&P in their own right.

Approving the work
Although the regulations allow for uncertificated people to perform supervised maintenance, it is vitally important to point out that only the holder of a mechanic or repairman certificate may approve the work and return the aircraft or component to service. This is the catch-all that ensures safety in our industry. Only the supervising mechanic can make the logbook entry, and it is that individual’s certificate and liability on the line. Therefore, it is in the supervising mechanic’s interest to inspect the work and verify that everything was done properly and is truly airworthy before attesting to it in writing.

The Moss interpretation
FAA regulations under 14 CFR are the rules that those who operate under FAA jurisdiction must follow, or risk facing violation or prosecution. However, in cases where a particular regulation may be ambiguous, a request for interpretation may be made to the FAA chief counsel. The response, in the form of a letter or memo, becomes the agency’s legal position that FAA staff will follow. This means that enforcement actions against individuals and businesses will be based on both the text in applicable regulations, and any relevant legal opinions or interpretations made by FAA attorneys.

The Moss interpretation began on July 8, 2022, when Jonathan Moss, manager of the Little Rock Flight Standards District Office, requested an interpretation of 14 CFR §43.3(d), essentially asking if a supervisor must be physically present at the site of the maintenance, or if he may supervise remotely, through Zoom, FaceTime, live feed TV, photographs, downloadable video, or other electronic means.
It took over two years for the FAA to respond with an interpretation, and as is often the risk with asking for an interpretation, the response went much further than a yes/no answer to the question being asked. Included in the three-page Moss interpretation were two essential elements.

The first addressed the concept of remote, video supervision:
The Office of the Chief Counsel finds that the phrase “in person” explicitly requires physical presence. Virtual presence, through a live video feed or other technological means, cannot replace the physical presence of a supervising mechanic.

The second addressed the concept of supervision itself:
The phrase “readily available, in person, for consultation” contemplates a physical, hands-on approach to supervision. The certificated mechanic must be available, not just to answer questions, but to notice mistakes and take over if necessary.

The problem with the Moss interpretation
There are two issues with the Moss interpretation. The first issue is concerning, but not necessarily devastating. The FAA Office of the Chief Counsel found that virtual technologies cannot be used in lieu of in-person supervision. This is surprising in a world where medicine—even surgery—is sometimes performed using remote technologies and, it should be pointed out, much of the FAA’s own supervisory work with the industry is done remotely.

That said, the second part of the interpretation is what could have devastating repercussions for general aviation. "The certificated mechanic must be available, not just to answer questions, but to notice mistakes and take over if necessary,” as the new FAA interpretation states, completely discounts the concept of supervisor discretion and, in fact, does not acknowledge the text in 14 CFR §43.3(d) that specifically says “to the extent necessary to ensure that it is being done properly.”
In fact, I would argue that there is no point to the regulation language “and if the supervisor is readily available, in person, for consultation” if this new FAA interpretation is correct and the supervisor must be present at all times to notice mistakes and take over if necessary. There are several other issues with the Moss interpretation, including the fact that the question asked concerned the phrase “in person,” which only appears in the regulation in reference to the supervisor being called over for consultation. The interpretation, however, applies that language to task supervision versus consultation, when requested by the person performing the task.

Finally, the Moss interpretation cites NTSB case law in an attempt to justify its reasoning, but this reliance is misplaced because in that case work was performed with no supervision at all, and no legal return-to-service logbook entry.

The industry is responding
If supervising mechanics are indeed required to be side-by-side with every trainee, the current system of GA maintenance simply cannot survive as we know it. I have spoken with over a dozen GA shop owners and maintenance managers. They all agreed that if one-to-one, full-time supervision is truly mandated, as most read the Moss interpretation to mean, they would have to dramatically cut their workforce because the model is no longer financially viable. Most said that they would lay off any uncertificated staff, reducing their shop staff to only themselves and what few certificated A&P mechanics they could hire. They would eliminate all trainees and stop supporting supervised owner-maintenance entirely.

In a world where shops already struggle to hire certificated A&Ps, this would eliminate the only advantage that small, GA maintenance facilities have to attract new mechanics: practical experience and training toward an A&P certification. We already live in a world where most shops have vast backlogs, leaving many aircraft grounded while waiting for an available mechanic. Eliminating trainees and owners from the shop floor could be a disaster for an already stressed system.

As soon as the Moss Interpretation was published, it became “the official view of the FAA” that will be enforced. However, rest assured that the industry is working urgently to try to get it revised. I have been working with Mike Busch to petition the FAA, and discussed the issue with AOPA President Mark Baker, who is putting AOPA’s resources into action. In addition, the leaders of several other aviation organizations within the industry are coordinating on responses to the FAA. I would encourage you to read the Moss interpretation for yourself to become educated and support our effort to get the FAA to reconsider this interpretation. Until next time, I hope you and your families remain safe and healthy, and I wish you blue skies.


 


 

 


 

CFM RISE Turbine To Face Early Dust Ingestion Tests
Guy Norris 
October 04, 2024
Credit: GE Aerospace

With time on wing a key consideration for its next-generation engine, CFM International has revealed plans to conduct dust ingestion tests of the new high-pressure (HP) turbine blade at the core of its RISE (Revolutionary Innovation for Sustainable Engines) technology initiative.

“We are actually running a durability engine right now,” says Mohamed Ali, vice president and general manager of engineering for GE Aerospace. “So that new design of high-pressure turbine is actually on test for endurance testing, and next year we’ll be testing that same technology with dust.”

Updating progress on RISE at the International Society for Air Breathing Engines (ISABE) in Toulouse, Ali says the additional focus on dust ingestion is “the earliest we’ve ever done that,” and reflects the turbine durability lessons learned from the Leap-1 and other recent GE engines that operate at higher temperatures in challenging environments. The RISE’s compact core design will add to these challenges.

“We had another test to measure performance last year and it really worked as intended. In fact, in some cases, better than we thought it would be,” Ali says.
The dust tests, also known as CMAS (calcium-magnesium-alumino-silicate) tests, evaluate the interaction of molten particles with the thermal barrier coatings (TBC) that protect the turbine blades. TBCs are key to enabling the engine to operate at temperatures up to 1,200C, and CMAS issues can degrade coating performance leading to blade erosion and–in worst cases–component failure.

“We have incredible testing capability for dust, but it’s not as easy as most people think it is. We have spent more than a decade developing that capability. It’s in the dust formula; how we inject the dust, and how we run the test. And trust me, we made quite a few mistakes while gaining this knowledge,” he says.

Recent dust ingestion work on the Leap-1, for example, has been conducted on a specially developed rig in Evendale, Ohio, using bespoke material to replicate the pollutants and dust found in some areas of the world. After much trial and error, the company says it is now able to reproduce the premature wear, tear and failure modes found on the baseline Leap-1 first stage HP turbine blades. “We were able to turn on and turn off that failure mode. So, we feel very confident about that,” Ali says.

Due to the smaller size of the RISE core components, the HP turbine blades and nozzles are being evaluated in an F110 military donor engine. GE says the endurance and follow-on dust tests also “are done in an F110 engine in a test cell. Dust tests will use the dust ingestion test rig we developed, placed in front of the F110 engine.”

As GE focuses largely on the thermodynamic aspects of RISE, CFM joint venture partner Safran continues to evaluate many of the program’s propulsive efficiency advances. Also speaking at ISABE, Pierre Cottenceau, Safran Aircraft Engines vice president, Engineering, Research & Technology, says “there are lots of challenges. Certainly, the open fan has huge potential in terms of fuel reduction, but this will only be achieved if it is properly integrated with the aircraft, and in a lot of different aspects–such as aerodynamics for sure, because there will be some key interactions with the wing.”

So far Safran appears happy with aerodynamic and acoustic results, many of which are from recent static and dynamic tests of a 1.5:1 scale open fan blade set conducted at Onera’s S1MA transonic wind tunnel in Modane Avrieux, France.
“Acoustics are another important aspect, and it’s related to the fuel block performance, because if it’s not properly done, then it will have to be compensated somehow with other solutions which will affect the cost, reliability, all sorts of things,” Cottenceau says.








 


Alaska Continues 737-900 Retirements
The airline plans to remove the sub-fleet next year.

An Alaska 737-900 in Phoenix (Photo: AirlineGeeks | Katie Zera)
[ Planes ]October 3, 2024 11:50 am ET
By Ryan Ewing

Alaska is retiring some of its oldest jets next year. Currently, the Seattle-based airline’s fleet includes eight Boeing 737-900s.

These aircraft — which are different from the 737-900ER variant — have an average age of nearly 23 years old. They are a rather rare type, too, with only 37 in service around the world, according to Cirium Fleet Analyzer data.

In 2001, Alaska became the launch customer for the 737-900. At the time, it was the largest variant of Boeing’s best-selling aircraft type.

Next year, the carrier plans to retire its few remaining 737-900s. In an August filing with the Securities and Exchange Commission, Alaska noted that the sub-fleet will drop to six aircraft by the end of 2024, then zero in 2025.

On Tuesday, the airline retired two more 737-900s — registered as N305AS and N306AS — leaving only eight in the carrier’s fleet. Interestingly, N305AS was the first-ever 737-900 to enter service, delivered on May 15, 2001.

Alaska took delivery of the first Boeing 737-900 in 2001. (Photo: Alaska Airlines)

The aircraft were ferried from the carrier’s Seattle hub to a storage facility at Pinal Airpark in Marana, Arizona. Schedule data from Cirium Diio shows the 737-900s operating through January 2025.

Alaska has no immediate plans to phase out its fleet of 79 737-900ERs (Extended Range). This type is a far more popular version of the 737-900, with nearly 500 in service worldwide.






 

US Army's 34-year-old unique ARES close air support aircraft still active for classified tests.
7 Oct, 2024 - 10:42
Defense News Aerospace 2024

On October 6, 2024, TaskForce23 observed a new flight of the unique Scaled Composites ARES (Agile Responsive Effective Support) aircraft near the Mojave Air and Space Port. This Close Air Support (CAS) concept demonstrator continues to serve as a research test bed for the US Army. Remarkably, it has done so for 34 years since its initial flight on February 19, 1990. The ARES maintains several features from its original design, including metallic leading edges, fairings, and a distinct patch of coating on the right tail.

34 years since its initial flight, the mysterious ARES maintains several features from its original design, including metallic leading edges, fairings, and a distinct patch of coating on the right tail. (Picture source: TaskForce23)

The ARES (Agile Responsive Effective Support) was developed in response to a US Army request in the early 1980s for a Low Cost Battlefield Attack Aircraft (LCBAA), designed to fulfill roles requiring low-altitude, anti-tank battlefield support with long endurance and the ability to operate outside improved airfield environments. US Army aviators Jim Kreutz and Milo Burroughs initiated a study in 1981 to develop an aircraft with high maneuverability at low altitudes and stall resistance. Burt Rutan's Scaled Composites joined this effort, resulting in the development of the ARES under Model No. 151.

The aircraft has a canard configuration, with a foreplane that provides pitch control. This foreplane is designed to stall before the main wings, enhancing safety during low-altitude operations. Although initially planned for a turboprop engine, the design was updated to use a Pratt & Whitney Canada JT15D-5 turbofan engine, producing 13.12 kN of thrust. This change addressed potential issues with debris ingestion during takeoffs and landings on unimproved surfaces.

One notable feature of the ARES is its asymmetrical design. It mounts a GAU-12/U Equalizer 25 mm rotary cannon on the right side of the nose, with the engine intake located on the left. This layout minimizes the impact of the cannon's recoil on performance and prevents exhaust gases from entering the engine intake. The cannon is positioned in a concave recess beneath the cockpit to trap exhaust gases and balance recoil forces during firing.

One notable feature of the ARES is its asymmetrical design, as this aircraft mounts a GAU-12/U Equalizer 25 mm rotary cannon on the right side of the nose, with the engine intake located on the left. (Picture source: Flickr/Corporate Flight Management)

First flown on February 19, 1990, by Scaled Composites test pilot Doug Shane, the ARES has completed over 430 flight hours with the tail number/aircraft registration number N151SC. In November 1991, the ARES tested the GAU-12 Equalizer five-barrel 25 mm Gatling-type rotary cannon under a US Air Force contract, validating its Close Air Support (CAS) capabilities. This testing led to the cannon’s integration into various aircraft, such as the AC-130U Spooky gunship, the AV-8 Harrier II ground attack aircraft, and the AH-1 Cobra attack helicopter.

Despite its successful demonstrations, the ARES remained a private project as the military did not adopt it for operational use. However, it continues to function as a research test bed. After being stored in December 2000 at the Mojave Spaceport, the aircraft returned to flight on March 7, 2008, following Scaled Composites' acquisition by Northrop Grumman. The ARES remains active as a research test bed, providing services in conceptual design, aerodynamic analysis, structural design, systems integration, and experimental flight testing.

In 2020, the ARES was observed flying alongside its successors, the Model 401 "Son of Ares" jets, over the Mojave Desert, showcasing a reflective metallic-like surface coating. This aligns with previous tests involving reflective coatings, possibly related to research on aircraft signatures against sensor systems such as infrared search and track technologies. The Proteus testbed platform by Scaled Composites has also conducted similar flights, equipped with large pods believed to house electro-optical systems.

In 2020, the ARES was observed flying alongside its successors, the Model 401 "Son of Ares" jets, over the Mojave Desert, showcasing a reflective metallic-like surface coating. (Picture source: The War Zone)

Defense-related flight testing in the southwest U.S. desert has increased, with Scaled Composites' testbed jets actively participating. Observations of aircraft, such as F-15s equipped with infrared spectrum data-collection test pods, suggest research into infrared search and track systems or low-power laser technologies. Additionally, the ARES has also played the role of a fictional German jet, the ME-263, in the film "Aces: Iron Eagle III" released in 1992.

Specifications for the ARES include a length of 8.97 meters, a wingspan of 10.67 meters, and a height of 2.99 meters. Its wing area is 17.5 square meters, with an empty weight of 1,308 kilograms and a maximum takeoff weight of 2,767 kilograms. Equipped with a single Pratt & Whitney JT15D turbofan engine, the ARES reaches a maximum speed of 750 kilometers per hour at 7,620 meters and has a service ceiling of 10,668 meters. Its combat range is 1,110 kilometers, with a thrust-to-weight ratio of 0.43 at maximum weight.

The ARES is capable of carrying a 25 mm GAU-12/U Gatling cannon and has provisions for air-to-air missiles such as the AIM-9 Sidewinder or AIM-92 Stinger, as well as unguided rockets and other air-to-ground weapons. Its design emphasizes low-altitude performance and the ability to operate from unimproved airfields, meeting the goals of the original LCBAA program.

The aircraft features twin boom-mounted vertical fins for directional stability and uses a canard for pitch control. The structure is composed primarily of fiberglass composite over a foam core, a fabrication technique developed by Scaled Composites. The flight controls are mechanical, and the engine includes a backup mechanical fuel control to maintain control in the event of electrical system failure.

Equipped with a single Pratt & Whitney JT15D turbofan engine, the ARES reaches a maximum speed of 750 kilometers per hour at 7,620 meters and has a service ceiling of 10,668 meters. (Picture source: Secret Projects)




 


54 Job Types Down to 10? Air Force's Top Enlisted Leader Looks to Merge Maintenance Specialties

Chief Master Sgt. of the Air Force David A. Flosi attends an expeditionary demonstration at Joint Base McGuire-Dix-Lakehurst, N.J., May 23, 2024. (U.S. Air Force photo by Airman 1st Class Aidan Thompson)

Military.com | By Thomas Novelly
Published October 04, 2024 at 4:51pm ET

During a recent speech the Air Force's top enlisted leader, Chief Master Sgt. David Flosi, singled out Special Operations Senior Airman Marlene Guerrero.

Flosi praised her for "kicking a**" by juggling being a fuels technician who was also trained on hydraulics and, on top of that, serving as a dedicated assistant crew chief. The top noncommissioned officer recounted how she had fixed a forward-deployed aircraft with a hydraulic issue.

The shoutout, at the Air and Space Forces Association's conference near Washington, D.C., last month, underscores what is quickly becoming one of Flosi's main initiatives as the face of the service's enlisted force: He wants airmen to be able to take on more tasks and is pushing an initiative to reduce the number of job types called Air Force specialty codes, or AFSCs, and reducing where there might be overlap.

"It's a dangerous environment, and we can't afford to put any more people in harm's way than necessary," Flosi told Military.com during a media roundtable at the conference. "Frankly, logistically, it's nearly impossible to deploy the way we used to. So it's important. It's critical."

While specific details are still in the works, Flosi -- himself a former nuclear missile maintenance technician -- has given some examples publicly. During the Senior Enlisted Leader International Summit in Washington, D.C., in late August, he highlighted maintenance careers as an example.

"Fifty-four of them are types of aircraft, 54 different specific career paths," Flosi mentioned during a speech at the event. "What we realized is, that's just not going to work in this environment, so we're working on a project now to reduce that to less than 10."

During the media roundtable, Flosi described that among those maintenance career fields, "essentially 80% of the work that's done by our aircraft maintainers is 20% of the total tasks that they're qualified on" and said by reducing the job specialties, it could "provide us more agility on the flight line."

It's an ambitious project, and one that many enlisted airmen have likely heard of before, leading to some skepticism.

In recent years, the Air Force has been pushing its "multi-capable" airmen concept, essentially pushing for troops to not just have one specialty, but to take on more training "to handle additional tasks beyond their primary AFSC," the service said in training materials last year.

But airmen have often read that as doing more with less or pushing the enlisted force to take on even more responsibilities than they already have, concerns that have resurfaced in response to Flosi's push.

In a post asking about the proposed idea on the popular Air Force Amn/Nco/Snco Facebook page, a place where enlisted airmen share insider news and complaints, commenters were quick to poke holes at the idea.

"This is a dumb move," one commenter wrote. "That's too much for one individual to know, plus as soon as they're trained, you're going to lose them."

Others said it would lead to workload increases, though some described a willingness to give the new approach "a chance."

Flosi told Military.com during the media roundtable at the Air and Space Forces Association's conference that leaders need to understand they can't overburden airmen and that they need to analyze what additional training and responsibility are possible for an airman to take on.

"We definitely acknowledge that this is not an effort to do more with less. We're not trying to, like, squeeze 10 people's worth of work into five people," Flosi added. "We want to have the capability for an airman to do as much as they have capacity for."

Retired Col. J.F. Joseph, a Marine Corps aviator who is now an aviation consultant and expert witness on airplane safety and aircraft mishaps, told Military.com in an interview that he had doubts about the Air Force's plan, saying that the broad specialization may be appealing for convenience, but can raise red flags.

"In aviation, anytime you make a decision based on convenience to save time or save money, you're probably going to make the wrong choice," Joseph told Military.com. "I think you can simply overload our maintenance techs with too broad of bases for which they're supposed to exercise their expertise."

In recent years, recruiting for maintenance jobs has been a struggle. In 2023, the former head of the Air Force Recruiting Service estimated "1,800 empty maintainer jobs" if the recruiting environment didn't get better. In fiscal year 2023, the Air Force missed its recruiting goals by 10% -- the first time since 1999. It scraped by its goals this past fiscal year.

Additionally, costly mishap incidents are also continuing to accrue. Earlier this year, the Air Force announced that "aircraft maintenance-related mishaps cost Air Education and Training Command more than $50 million" and that there were assessments underway to determine how to best prevent them.

Flosi said Air Force officials are taking a deeper dive into what risks are acceptable as the Department of the Air Force tries to compete with China.

"While we certainly are going to continue to advocate for more resources, we can expect, at least in the very short term, that resources will remain relatively steady," Flosi added. "So that means we have to accept more risk in the way that we operate, the way that we train, the way we qualify, and the way we execute, and so that's what we're really focused on."





 


FAA Flags Non-Conforming Leap-1A Seals For Replacement
Sean Broderick
October 02, 2024
Credit: Airbus

A 2022 CFM Leap-1A in-flight engine shutdown traced to non-conforming parts has prompted the FAA to plan mandatory replacements of the affected components based on the manufacturer’s recommendations.

The agency’s proposed fix is replacing the affected parts, high pressure turbine (HPT) rotor interstage seals, at the next engine shop visit, a draft rule published Oct. 2 said. A “shop visit” involves separating “major mating engine flanges” for maintenance, the FAA said. The draft directive is based on a CFM service bulletin issue in June.

The swaps must be done before the parts reach their design limits of 11,100 cycles since new for commercial operators, or 9,700 cycles since new for engines on corporate jets. CFM’s recommended fix does not reduce the life limits.

“We expect the vast majority of the seals to be replaced during already-planned shop visits, minimizing disruption for our customers,” CFM said in a statement.

The company said about 500 seals are affected and about 25% have been removed from service.

The problem was discovered during the probe of a May 19, 2022, in-flight engine shutdown involving an Air India Airbus A320neo near Mumbai. A final Director General of Civil Aviation (DGCA) report on the incident published in late 2023 said CFM narrowed down the non-conformance to “inadequate peen coverage” during the shot-peening process used to make metal parts more resistant to cracking and fatigue.

“While CFM determined the root cause to be specific to a single supplier of this part, the company has implemented corrective actions with all suppliers of this part,” the company’s statement said. Information in the DCGA report refers to the supplier as “Paradigm.”

The incident engine had accumulated 6,596 cycles since new and 3,242 since its most recent shop visit when the seal failed, the DGCA report said.

The issue only affects Leap-1As that power some A320neo-family aircraft.
The FAA draft rule said the seal failed due to a combination of two issues: the part’s non-conforming surface and friction-related stress.

“Ground inspection following the event found that several low-pressure turbine blades had broken and metal had entered the exhaust,” the draft rule said. “A manufacturer investigation later determined that the aft arm of the HPT rotor interstage seal had failed due to a non-conforming surface condition in the fillet area coupled with higher-than-expected operating stress due to friction.”




 


American Airlines prepares for deicing season across North America airports
By Jean Carmela Lim
Edited By Clément Charpentreau
October 4, 2024, 15:56 (UTC +3)

Winter is coming, and American Airlines is bracing itself for the freeze by training to prepare for deicing season. (American Airlines)

Deicing season officially started on October 1, 2024, in the Northern Hemisphere and lasts generally until the beginning of April of the following year.

According to American Airlines, every minute counts when it comes to getting an aircraft out on time during this season, so the airline’s specially trained deicing teams aim to free aircraft of snow, ice, or frost within an average of nine minutes to ensure on-time departures.

The airline conducts deicing training yearly to ensure thousands of team members have the skills to carry out this important work thoroughly and safely. 

“Just as a car must defrost before heading out on the roads, an aircraft needs to deice before taking to the skies,” American Airlines said in a statement.

Just like other carriers, American Airlines adheres to deicing guidelines published by the Federal Aviation Administration (FAA), Transport Canada (TC), and the European Union Aviation Safety Agency (EASA).

New deicing procedures, such as electronic spray records and tracking tools introduced in 2023, are making the process more efficient. American said that its team at Chicago O’Hare International Airport (ORD) can deice eight narrowbody aircraft at once — doubling capacity from 2023 at the central deicing facility.

“This season, we’re new and improved. But our number one goal for the deicing team is the same: safety of our passengers and team,” Gene Herrick, American’s Manager of Deicing at Chicago O’Hare International Airport (ORD) said in a statement.
The airline said that the length of time it takes to deice an aircraft depends on how much frost, snow, or ice has accumulated. 

“It can take anywhere from 60 to a few hundred gallons of deicing fluid per aircraft. Each aircraft is sprayed either at its gate or at a centralized deicing pad, depending on the airport,” American said. 





 

The Nexus of Avionics, Artificial Intelligence, and Aircraft Values
By John Persinos | October 2, 2024

Aircraft Value News (AVN), artificial intelligence

Global Avionics Round-Up from Aircraft Value News (AVN)

As AI systems enhance the operational performance of aircraft, demand for such planes is surging, driving up base values and lease rates.
The global avionics market is on track for major multiyear growth. What’s more, artificial intelligence (AI)-infused avionics upgrades already are influencing aircraft base values and lease rates.

According to new research released in September 2024 by Fortune Business Insights, the global avionics market size was valued at USD 91.32 billion in 2023 and is projected to grow from USD 99.33 billion in 2024 to USD 179.44 billion by 2032, for a compound annual growth rate (CAGR) of 7.67% during the forecast period. North America dominated the avionics market in 2023 with a market share of 37.25% (see chart).

The avionics market’s growth is driven by technological advancements, as well as increasing revenue opportunities in international routes. Moreover, the rising procurement of next-generation military aircraft, both for transport and combat operations, is further accelerating market expansion during the forecast period. Innovations in military aviation typically spill over into the civilian sector, making commercial and defense aerospace two sides of the same coin.

Many avionics advancements in commercial aircraft got their start through military research and development. Global military budgets are ballooning, fueled during the past two years by increasing superpower rivalry and the Russia-Ukraine war. The U.S. spends by far more on defense than any other country. Avionics capabilities are expanding in tandem with these expenditures.

The avionics market is divided into two primary categories: hardware and software. In 2023 and so far into 2024, hardware has maintained a leading market share due to its multitasking capabilities, such as trajectory prediction and route guidance. Many original equipment manufacturers (OEMs) have introduced new high-performance hardware solutions for both commercial and military aviation.

However, the software segment is projected to experience the highest CAGR in the coming years. This surge is driven by the increasing integration of software in avionics to enhance flight operations. Many OEMs are forming partnerships and joint ventures to develop the most advanced avionics software solutions.

The AI revolution… 
A megatrend reshaping avionics is the integration of AI. Avionics systems powered by AI are revolutionizing the way aircraft are flown, introducing unprecedented levels of automation, decision-making, and predictive capabilities.

According to Precedence Research, the global AI in aviation market size was estimated at USD 653.74 million in 2021 and it is expected to surpass around USD 9.98 billion by 2030 with a CAGR of 35.38% from 2022 to 2030 (see chart).

Recent developments in avionics and information technology have greatly minimized the need for manual inputs and actions by pilots, particularly for routine tasks. Pilots now spend more time overseeing, managing, and programming control panels within the cockpit, rather than focusing on the traditional hands-on flying of the aircraft.

AI-infused avionics are poised to further streamline operations, improve safety, and optimize fuel efficiency. Leading-edge avionics can help reduce fuel burn, which in turn reduces carbon emissions and helps aircraft meet new and stringent “green” regulations.
As AI systems enhance the operational performance of aircraft, demand for such planes is surging, driving up base values and leasing prices.

Conversely, older aircraft lacking these capabilities may see depreciation, pushing down their value in the secondary market. This trend is likely to redefine the competitive landscape in aviation, positioning AI-enabled aircraft as the future standard for both commercial and military aviation.

This article also appears in the October 7 issue of our partner publication Aircraft Value News.
Editor’s Note: To watch a video presentation on this avionics-related topic, visit https://www.aircraftvaluenews.com/video/


 


California 2031 Leaded Avgas Ban Signed Into Law
Gov. Gavin Newsom signed the bill Sept. 22.
	
Russ Niles
Updated Oct 1, 2024 6:40 AM EDT
Photo by Daniel Spitzer
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California Gov. Gavin Newsom has signed into law a ban on leaded aviation gasoline that comes into effect in 2031. That's the day after the FAA has said it will have a fully approved replacement fuel for 100LL through its End Aviation Gasoline Lead Emissions (EAGLE) program. Newsom signed the bill, which passed by votes of 59-11 in the House and 30-8 in the Senate in August, on Sept. 22. It's the first such law in the U.S., but several other states are contemplating similar action.

The original bill, introduced by Democratic State Sen. Caroline Menjivar in February, would have started the phase-out of leaded avgas starting in 2026, but a significant lobbying effort by aviation industry groups won amendments that made the bill conform to the FAA's 2030 timeline. But if the FAA misses that deadline, the bill, as passed, will still ban leaded avgas the next day. It will "ban airport operators and any public or private entity that offer aviation gasoline from selling or distributing leaded fuel starting in 2031."


 


RTX’s Pratt & Whitney Opens Largest Military Engine Production Facility
 October 3, 2024

RTX subsidiary Pratt & Whitney has officially opened its largest manufacturing plant for military engines in Oklahoma City, Oklahoma.

Spanning 845,000 square feet (78,500 square meters), the facility is strategically located next to Tinker Air Force Base, allowing for rapid engine sustainment for F-35, F-22, and F-16 fighter jets.

It features advanced automation technologies to streamline production processes and ensure cost-effectiveness.

The site also incorporates energy-efficient systems and waste reduction measures, reinforcing the company’s commitment to sustainability and operational efficiency.
“Oklahoma City is the heart of our global sustainment network … and plays a critical role on every single one of our programs,” Pratt & Whitney President of Military Engines Jill Albertelli stated.

“This new facility will serve as a hub for all of our military engine programs and allow us to better support our customers and their missions.”

Doubling Footprint
Pratt & Whitney manufactures in-demand military turbofan engines, including the F135, F117, TF33, F100, and F119.

The company claims that these engines offer improved fuel efficiency and overall performance for both short and long-range missions.

Pratt & Whitney Vice President Greg Treacy noted that the new Oklahoma site will enable the firm to double its footprint in the state, ensuring the capacity to support increased workloads.

“Our investment in this state-of-the-art facility underscores our commitment to meeting both today’s sustainment needs and preparing for the future,” he emphasized.
Currently, the facility employs approximately 1,000 workers, with plans to add 100 more full-time positions over the next five years


 


Is what I’m doing protecting my aircraft from corrosion during the winter?
By Paul McBride 
October 6, 2024 

Many general aviation pilots park their airplanes for the winter.
Question for Paul McBride, the General Aviation News engines expert: 
Here in Ontario, winters can get very cold. After flying all summer and fall, an aircraft might be parked for the winter.

As we prepare to park the airplane for the winter, we let the engine cool and then perhaps start it and run it for about 15 seconds or so until the oil pressure comes up.

Then we shut down the engine and plug the muffler and/or exhaust pipes. Tennis or other balls are useful here. We can also put desiccant plugs in to replace the spark plugs…and then monitor them for possible color changes.

The short running of the engine pumps heavier oil throughout the engine. Better corrosion protection is the theory. What is your opinion?
Garth Elliot, Bracebridge, Ontario

Paul’s Answer: Garth, I find no fault with the procedures you use to prepare your aircraft engine for the winter and can only assume that this approach has proven successful for you.

My only recommendation for those confronted with what to do in regard to this subject is to review and consider compliance with Lycoming Service Letter L180B. This publication offers some valuable information on the subject and I feel it’s important to give it some serious consideration.

Of course, I recommend changing the engine oil and filter so that we don’t have used contaminated oil in the engine. If the oil is not changed, the by-products of combustion, moisture, and acids that are in the oil can cause internal corrosion in a very short period of time.

Another very important thing once the oil has been changed is to tape a sign to the propeller stating “Do Not Turn Prop.” We don’t want to rotate the propeller, which would wipe the existing oil off of the cylinder walls and the camshaft and tappet face.

About Paul McBride
Paul McBride, an expert on engines, retired after almost 40 years with Lycoming.
Send your questions to askpaul@generalaviationnews.com.


 


Curt Lewis