October 23, 2024 - No. 43 In This Issue : New Report: Maintainer Faulted for Runaway Bomb Lift Hitting F-16, Sparking Fire : Transportation Airbus, Toshiba partner to develop superconducting tech for hydrogen aircraft : Eva Air and Airbus establish sustainability cooperation : EAGLE Update Stresses OEM Approval For Unleaded Fuels : Aerospace company relocates to Alliance, seeks to double its workforce, its hiring now : NTSB Issues Deicing Safety Alert : The European Aviation Safety Agency (EASA) has updated an existing airworthiness directive for engines of the Boeing 737 MAX models. : This Air Force Unit Adds a New Voice to Operational Testing: Maintainers : Bell to manufacture FLRAA fuselage after dumping Spirit AeroSystems ahead of Boeing acquisition : Air Force Safety Czar Says New NDA Plan ‘Really Is Protecting’ Airmen New Report: Maintainer Faulted for Runaway Bomb Lift Hitting F-16, Sparking Fire Oct. 21, 2024 | By Greg Hadley Note: See photos and graphics in the original article. A runaway bomb lift rammed into a parked U.S. Air Force F-16 deployed to the Middle East last November, sparking a blaze that caused $30 million in damages, according to a new USAF report. The accident investigation board report, released by U.S. Air Forces in Europe last week, faults a maintainer for losing situational awareness and panicking, causing him to hit the accelerator on the weapons loader instead of the brake, as the main cause of the mishap. The investigation also found a lack of proper documentation for the bomb lift vehicle fleet at the installation, as well as “a loose culture of adherence to Air Force standards and technical procedures” among maintainers there. The report comes on the heels of the Air Force rolling out new “privileged safety information” training to maintainers, citing an increase in ground mishaps involving maintenance, aircraft towing, and other flight line work. The new training gives maintainers access to the full picture of mishap events—including factors, findings, causes, and recommendations—so long as they sign a nondisclosure agreement. The Nov. 17, 2023 mishap took place at an undisclosed location in the Middle East, involving an F-16 from the 31st Fighter Wing at Aviano Air Base, Italy, and maintainers and an F-15E from the 48th Fighter Wing at RAF Lakenheath, U.K. Around a month earlier, the Air Force deployed F-15Es and other fighters to the region to bolster its presence after Hamas’ attack on Israel. The incident took place as a three-person crew of maintainers were swapping out munitions on the F-15E due to new mission requirements. As the crew was preparing to load new munitions, the crew chief instructed the weapons loader to move the bomb lift, also called a jammer. After disengaging the parking brake and shifting into reverse, the maintainer stated he only went five feet before he realized he could not stop the vehicle. As the maintainer tried to hit the brakes and engage the parking brake, the bomb lift kept going backward and hit a sniper pod on the F-15E. The impact knocked the maintainer unconscious, and the loader then hit the aircraft’s landing gear and started heading towards a toolbox. The maintainer fell off the loader, and after hitting the toolbox, the vehicle redirected again and traveled 60 feet before hitting the F-16 on its right external fuel tank. A fuel leak sparked a blaze that destroyed the loader and significantly damaged the fighter. Source: Air Force Accident Investigation Board report Investigators found numerous maintenance issues leading up to the accident: • The crew attempted to use two other weapons loaders; one did not start, and the other had gear shifting issues halfway through the munitions swap, leading them to swap out for the mishap vehicle. • A lack of required documentation for inspections and needed safety fixes • A trend of maintainers taking better care of weapons loaders that they brought with them when deployed than the weapons loader stationed permanently at the location. The loader involved in this mishap was permanently stationed at the location. • The maintainer driving the loader at the time of the mishap was fully qualified but not proficient at operating that particular model during a live loading operation and did not know all steps of the emergency shutdown procedures. • Miscommunication about a new takeoff time led to the crew rushing “under quicker than anticipated time constraints.” As for the mishap itself, investigators noted that different models of the MJ-1 jammer have different configurations for their brake and accelerator pedals. Given the maintainer’s lack of current proficiency, the fact that he did not recall what model he was operating, and analysis of the vehicle determining a catastrophic failure of the brakes was unlikely, they found it “more likely than not that [the maintainer] was engaging the accelerator pedal when he thought he was engaging the brake pedal.” As he traveled backward, the maintainer could have stopped the loader by engaging the brake, pressing the ignition button, or pushing the throttle cable all the way in—all procedures outlined for an emergency shutdown. Instead, he kept hitting the accelerator, thinking it was the brake pedal. From there, officials surmised that the impact of the loader on the F-15E’s landing gear likely caused the jammer’s hydrostatic drive pump to get stuck in the reverse position, citing impact marks on the pump. This caused it to keep going even after the maintainer fell off the vehicle. The drive pump’s issues were not helped by the fact that investigators found “significant and extensive corrosion” on the part. An MJ-1 lift truck, during an integrated combat turn training, Nov. 25, 2022, Prince Sultan Air Base, Kingdom of Saudi Arabia. U.S. Air Force photo by Staff Sgt. Shannon Bowman Investigators noted that the F-16 sustained “extensive” damage and that its external fuel tank was destroyed in the fire. The F-15E escaped major damage, with only an external scratch on its sniper pod. Several accident investigation board reports in recent months have noted issues with maintainers contributing to mishaps, though air crew have often been cited for mistakes in those same incidents. In September 2023, a contractor walked into the moving propeller of an MQ-9 drone during ground tests last year, and an investigation found she was not properly trained on how to approach a running aircraft, had received conflicting guidance about the no-enter zones around the drone, and was unfamiliar with the handheld device she was operating at the time of the accident. In August 2023, ground crew assigned to marshal a CV-22 failed to use standardized language or signals or the necessary daylight-fluorescent wands, while the co-pilot misjudged the distance to another parked Osprey, causing them to collide. In May 2023, maintainers were cited for failing to prevent an F-15’s hydraulic failure, which led to an in-flight emergency and ended with pilot and air traffic controller errors causing the aircraft to crash into a ditch at the end of a runway. Airbus, Toshiba partner to develop superconducting tech for hydrogen aircraft The venture aims to conduct feasibility studies to test Toshiba’s technology and co-develop a superconducting motor for aviation applications. Updated: Oct 18, 2024 02:20 PM EST Jijo Malayil The superconductivity research aims develop a 2MW motor in future hydrogen aircraft. Note: Please see photos in the original article. Airbus Airbus UpNext and Toshiba Energy Systems will collaborate to share expertise in superconducting technologies aimed at developing hydrogen-powered aircraft. Airbus has been advancing superconducting technologies for high-power electric propulsion for several years, achieving a milestone last year with the successful power-on of a 500 kW integrated cryogenic propulsion system. The firms believe Hydrogen-powered aircraft hold great potential for achieving net zero emissions by 2050. Superconducting technologies, cooled by liquid hydrogen at -253°C, can enhance the efficiency of electric propulsion systems. They highlight that cryogenic technology boosts energy transmission, improving aircraft performance and sustainability. Together, they aim to co-develop a two-megawatt superconducting motor. “Partnering with Toshiba presents a unique opportunity to push beyond the limitations of today’s partial superconducting and conventional electrical motors. Through this collaboration, we aim to deliver a breakthrough technology that could unlock new design possibilities, in particular for Airbus’ future hydrogen-powered aircraft,” said Grzegorz Ombach, Airbus Senior Vice President and Head of Disruptive R&T, in a statement. Next-gen aircraft The partnership aims to leverage Toshiba’s extensive expertise in superconducting technology for high current flow, precise motor drive technology, and advanced rotating machinery for stable, high-speed operation. Together, they aim to unlock the potential of superconducting systems in transforming aircraft design, particularly for hydrogen-powered propulsion. By integrating these, they seek to enhance energy efficiency, reduce emissions, and accelerate the aviation industry’s shift towards sustainable flight. Both companies recognize the critical role superconducting technology will play in driving decarbonization efforts. According to them, the collaboration marks a pivotal step in advancing next-generation aerospace technologies. In May, Airbus introduced a new technology demonstrator to advance superconducting technologies for electric propulsion in future hydrogen-powered aircraft. The new demonstrator, Cyroprop, will incorporate and develop a two-megawatt superconducting electric propulsion system. Developed by Airbus teams in Toulouse, France, and Ottobrunn, Germany, the electric propulsion system will employ liquid hydrogen to cool it using a helium recirculation loop. ZEROe project innovation Airbus has been experimenting with hydrogen for a while, and by 2035, it hopes to launch the first commercial aircraft fueled by hydrogen worldwide. The business is working on the ZEROe project to bring the hydrogen-powered commercial aircraft to market. This project uses two ideas—hydrogen fuel cells and hydrogen combustion—to accomplish the same goal. In the case of hydrogen combustion, hydrogen is used to power gas turbines using modified fuel injectors and fuel systems, much like it is used to power modern airplanes. The second technique, hydrogen fuel cells, produces electrical energy that drives electric motors that rotate a fan or propeller. The propulsion system of an airplane currently in operation is very different from this one, which is all electric. It is currently developing four hydrogen-powered aircraft ideas. A turbofan can accommodate up to 200 passengers and travel 2,000 nautical miles. The slightly smaller turboprop version can accommodate 100 passengers and cover up to 1,000 nautical miles. Eva Air and Airbus establish sustainability cooperation 21st Oct 2024, 14:47. Written by Eddie Saunders image credit: EVA Air EVA Air, Taiwan’s independent airline, and Airbus have embarked on a collaborative effort aimed at increasing SAF development and adoption in the airline’s operations. The announcement was made during a ceremony in Taipei to celebrate EVA Air’s order of 18 long-range A350-1000 and 15 single-aisle A321neo aircraft, in the presence of EVA Air President Clay Sun, CEO of Airbus Commercial Aircraft Christian Scherer, Taiwan Civil Aviation Administration Director-General Ho Shu-Ping, European trade office representatives, and guests from the Taiwanese travel and cargo industries. Clay Sun, President, EVA Air said: “Fuel efficiency, carbon reduction and cabin comfort have become major considerations for airline fleet modernisation, and EVA Air’s announcement late last year to introduce the 33 latest-generation Airbus aircraft underlines our plans to meet future demand. “Both companies are working closely in a strategic partnership to promote the use of sustainable aviation fuel and explore more innovative technologies and operational optimisation solutions. These efforts will ensure that we can steadily move towards a Net Zero future.” Christian Scherer, CEO, Airbus Commercial Aircraft said: “The aircraft orders we celebrate today elevate the partnership we have with EVA Air to a whole new level. “The A350-1000 is the undisputed choice in the large capacity intercontinental segment, with unmatched passenger comfort and an environmental signature superior to any aircraft in its class, present or planned. “This allows EVA Air to set new standards for its long-haul operations. In alignment with Airbus’ ambition to decarbonise aviation, we are also deepening our collaboration to explore ways for EVA Air to reduce carbon emissions across its operations and prepare for the future adoption of SAF.” Working closely with EVA Air, Airbus will analyse potential contributions of various measures based on current and future routes, as well as operational practices. The two parties will also study the required measures to prepare for the uptake of SAF on commercial flights, establish procurement processes, manage SAF certification, as well as promote awareness on regular SAF usage. EAGLE Update Stresses OEM Approval For Unleaded Fuels EAGLE has issued an update on its work toward an unleaded replacement for 100LL. Russ Niles Updated Oct 21, 2024 5:24 AM EDT The End Aviation Gasoline Lead Emissions (EAGLE) group seems to be suggesting that OEMs, not the FAA, will have the final word on the approval of unleaded replacement fuels for 100LL developed through the STC process. In an update posted late last week, the group, of which the FAA is a central member, described OEMs as "the key players in this process, and their comfort with these new fuels will drive this monumental shift." Swift Fuels' 100R recently received an STC for late-model Cessna 172s, and GAMI received an STC for all aircraft engines and airplanes on the FAA registry in 2022. All piston helicopter engines are included in the STC but it has not yet been expanded to include helicopter airframes. But EAGLE says the STC, which is a formal certification process with all the weight that presumably carries, is just part of the solution. "It is not enough for the FAA to approve these new fuels. The industry—from aircraft owners to fuel distributors to FBOs that dispense fuel and aircraft manufacturers that provide continued operational support—must accept them. Safety, reliability, and commercial viability must guide this transition, ensuring that by the end of 2030, piston-engine aircraft can take to the skies with unleaded fuel that is dependable. The future of general aviation depends on it," the update says. Only LyondellBasell is testing a fuel through the Piston Aviation Fuel Initiative (PAFI) process. The testing is being carried out at the FAA's engine labs in New Jersey and it's still early in that testing. LyondellBasell raised some eyebrows in July when it said that creating a truly drop-in unleaded replacement for 100LL (a key goal of EAGLE) is "impossible" and that performance limitations will be imposed for some engines. It is continuing to pursue PAFI testing that, if successful, will lead to a "fleet approval" by the FAA. GAMI says its fuel is a true drop-in replacement that outperforms 100LL. LyondellBasell and Swift have both submitted their fuels to ASTM International for a specification. LyondellBasell said in August that it's working on addressing criticisms leveled in the first round of balloting by the consensus standards group. Swift has declined to comment on the results of its first balloting. GAMI says it has no intention of submitting its fuel to ASTM because it doesn't trust the process and the FAA's review leading to the STC was more thorough and up-to-date than ASTM's. EAGLE also has some cautionary advice for those who have or are thinking of buying either the Swift or GAMI STC. "Aircraft owners must stay informed and engaged as this transition unfolds," the update reads. "It is important that they educate themselves on any restrictions that may accompany an STC and comply with any OEM directives that may be issued." Both Cirrus Aircraft and Lycoming have said GAMI's fuel will void their warranties, but there have been legal opinions that question that assertion. The full EAGLE update is copied below: The Path to Unleaded Avgas: A Critical Transition for Aviation The aviation community has long recognized the need to eliminate lead emissions from piston-engine aircraft, a goal set to be achieved by the end of 2030 through the leadership of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative. This ambitious endeavor brings together government and industry partners committed to finding a safe and reliable unleaded aviation fuel that is viable throughout the aviation supply chain. As the general aviation community works toward this goal, the role of aircraft owners cannot be overstated. They are, after all, the ultimate end-users of any new fuel, and their buy-in will be critical to its success. This transition is about more than meeting regulatory requirements—it’s about ensuring that aircraft owners feel confident in the safety and reliability and availability of the new fuel. The solution must be robust enough to meet the diverse needs of the piston-engine fleet, ranging from the World War II era planes to modern helicopters. Currently, there are three promising unleaded fuel candidates. Their developers are pursuing either the Fleet Authorization (FA) under the Piston Aviation Fuels Initiative (PAFI) or the traditional Supplemental Type Certification (STC) process via an approved model list (AML). Both pathways ensure that engines and aircraft can safely operate on the new fuel, however, regardless of the path to approval to use in the aircraft, consumer acceptance will hinge on more than FAA approval. Fuel developers must not only prove their products’ safety and compatibility with the existing fleet but also demonstrate to key industry stakeholders that their product is reliable. Aircraft owners need assurance that switching to a new fuel won’t void manufacturer warranties. They also need to be confident that it won’t cause damage to paint, electronics, engine components or fuel systems. The aviation supply chain will need assurances as well. This next fuel must be produced, distributed, stored, possibly comingled with other fuels, pumped, and consumed without causing damage or requiring significant equipment modifications. Industry stakeholders understand that any new fuels must meet the needs of aircraft owners and be compatible with production, distribution and dispensing systems. EAGLE has worked diligently over the past 18 months to keep stakeholders informed, providing updates on the progress of key unleaded fuel developers. General Aviation Modifications Inc.’s (GAMI) G100UL and Swift Fuels’ 100R are advancing through the STC process. GAMI has already secured a broad Approved Model List (AML) STC for its fuel in 2022 for piston engines and airplanes. Recently, the FAA granted Swift Fuels its first STC for the use of its 100R in Cessna 172 R & S model aircraft powered by Eliminate Aviation Gasoline Lead Emissions (EAGLE) Lycoming IO-360-L2A engines, with many additional engines and airframes being evaluated for approval in the weeks ahead. LyondellBasell/VP Racing’s UL100E is progressing through the PAFI pathway, having completed about 25 percent of critical materials compatibility and full-scale engine detonation and performance testing. Both Swift Fuels and LyondellBasell/VP Racing have also begun working through ASTM International on the development of an industry consensus production specification for their respective fuels. The recent updates from EAGLE provide optimism. To learn more visit: flyEAGLE.org (See Stakeholder Meetings). Progress is being made, and general aviation’s path to acceptance of unleaded fuel continues. Congress and the FAA’s commitment to this initiative is underscored by the 2024 FAA Reauthorization, which supports the continued availability of 100-octane low-lead (100LL) avgas until the end of 2030, or when a certified unleaded alternative is available at airports. (Alaska, a state heavily reliant on piston-engine aircraft, has been given a slightly extended timeline protecting continued availability of 100LL through the end of 2032). However, the collaborative industry/government EAGLE goal is clear: the elimination of leaded aviation fuel by the end of 2030. General aviation is moving to ensure a safe, reliable transition to unleaded avgas without jeopardizing the operational safety of the piston-engine fleet. Aircraft owners must stay informed and engaged as this transition unfolds. It is important that they educate themselves on any restrictions that may accompany an STC and comply with any OEM directives that may be issued. They are the key players in this process, and their comfort with these new fuels will drive this monumental shift. It is not enough for the FAA to approve these new fuels. The industry—from aircraft owners to fuel distributors to FBOs that dispense fuel and aircraft manufacturers that provide continued operational support—must accept them. Safety, reliability, and commercial viability must guide this transition, ensuring that by the end of 2030, piston-engine aircraft can take to the skies with unleaded fuel that is dependable. The future of general aviation depends on it. Aerospace company relocates to Alliance, seeks to double its workforce, its hiring now The company is bringing its team of 40 engineers and employees to the site and wants to double its workforce within the next year. Credit: Debra Hale Author: Seth Bodine Published: 11:31 AM CDT October 21, 2024 Updated: 11:31 AM CDT October 21, 2024 FORT WORTH, Texas — This article was originally published by our content partners at the Dallas Business Journal. You can read the original article here. An aviation company is establishing its headquarters at Hillwood's Perot Field Fort Worth Alliance Airport. AVX Aircraft Co. is locating to 13901 Aviator Way at the development in far north Fort Worth, according to an Oct. 18 announcement. AVX specializes in advanced vertical lift technology and is testing unmanned aircraft systems for military and commercial applications. The company is bringing its team of 40 engineers and employees to the site, which has about 14,000 square feet of office space and 7,000 square foot prototyping and testing space. The company states it wants to double its workforce within the next year. Current job openings listed on its website include rotor system engineering manager, full-stack software engineer, capture manager and front-end software developer. "Over the past 18 years, our focus has been on innovative design, and our new headquarters and prototyping shop will give us a competitive edge as we advance technology in our industry," AVX President Kendall Goodman said in a statement. "Our team of highly trained engineers, aviation professionals and former military personnel feel right at home at this aerospace and technology hub that Perot Field provides." AVX was previously based in Fort Worth. It aims to bring "advanced vertical lift solutions" — imagine the military's V-22 Osprey — to the civilian market, according to its website. AVX struck a deal in June to help Colorado-based XTI Aircraft build a fixed-wing aircraft with vertical takeoff and landing, or VTOL, capability, according to Dallas Innovates. North Texas is already a hub for aviation and defense businesses, with companies such as Lockheed Martin Aeronautics, Bell Textron and American Airlines having major operations in Fort Worth. Texas topped longtime leader Virginia for defense contract spending in 2023, and DFW is a big reason why. According to a new 2023 report, Tarrant County saw $33.5 billion in defense contracting, beating Fairfax, Virginia which had $18.3 billion. Bell Textron is also looking at a site near Alliance to manufacture components for its next-generation helicopter it's developing for the U.S. Army. The 27,000-acre AllianceTexas is also a hub for testing new technology at the Mobility Innovation Zone, where companies such as Wing have tested commercial drones before launching delivery services in the area. Bill Burton, executive vice president of marketing and development at Hillwood, expressed excitement about AVX coming to the development. "AVX's focus on advancement in the aerospace sector makes it the perfect customer to establish a presence at Perot Field Fort Worth Alliance Airport and the AllianceTexas Mobility Innovation Zone," Burton said in a statement. AVX plans a ribbon-cutting ceremony Oct. 29, where executives may reveal more about the company's expansion and hiring goals. NTSB Issues Deicing Safety Alert The NTSB has issued a safety alert regarding the adverse effects of icing on aircraft performance. Amelia Walsh Updated Sep 12, 2024 4:35 PM EDT As winter approaches, the National Transportation Safety Board (NTSB) has issued Safety Alert SA-097 reminding pilots about the dangers of flying in icing conditions—namely the adverse effects of airframe and propeller icing on aircraft performance. SA-097 emphasizes that “as little as 1/4-inch of wing-leading edge ice accumulation can increase the stall speed by 25 to 40 knots and cause sudden departure from controlled flight.” The alert also warns that ice buildup on pitot tubes can lead to instrument failure, impacting readings for airspeed, altitude and vertical speed. The NTSB acknowledges that some pilots have been taught to wait for a certain amount of ice to accumulate on the leading edges before using deice boots due to concerns about ice bridging. However, the FAA’s recent tests show that modern deicing boots, from aircraft manufactured after 1960, are not prone to ice bridging. The NTSB warns that performance issues may arise if deice boots are not engaged promptly when icing begins and advises pilots to refer to their operating handbooks for specific procedures on boot activation and use. The alert also cites several accidents where failure to follow operating handbook instructions led to in-flight loss of control, underscoring the critical importance of adhering to recommended deicing practices. The European Aviation Safety Agency (EASA) has updated an existing airworthiness directive for engines of the Boeing 737 MAX models. The reason for this is material inclusions in the high-pressure turbines and high-pressure compressors of certain batches of the LEAP-1B engine, which are manufactured by CFM. If the components break, these defects could release debris and damage the aircraft. Several 737 MAX 8, MAX 9 and MAX 8200 models must therefore go to the workshop to replace the affected components within the next 50 flight cycles. The EASA had already issued a first airworthiness directive on this problem in May 2023, as the defects have been known for some time. However, other affected parts have been identified since then. The EASA is now reacting to the expansion of the problem. A similar defect was also discovered in September 2023 in the CFM LEAP-1A engine used in the Airbus A321neo. The European Aviation Safety Agency (EASA) has updated an existing airworthiness directive for engines of the Boeing 737 MAX models. This Air Force Unit Adds a New Voice to Operational Testing: Maintainers Oct. 21, 2024 | By Greg Hadley With the Air Force in the midst of its biggest testing boom in decades, a division at Nellis Air Force Base, Nev., is making sure those tests include an often-overlooked perspective: that of maintainers. “We do a really good job at evaluating software and hardware components to make sure it works for the air crew, but no one was giving the same kind of look to maintenance for a long time,” said Capt. Cameron Castleberry, head of the Maintenance Operational Test (MxOT) Division within the 59th Test and Evaluation Squadron. Formed two years ago, MxOT focuses on fighter maintenance, teaming maintenance experts alongside test pilots, engineers, and acquisition specialists. “We can answer the question of, is it effective for ops, but also, is it suitable and sustainable for the long term for maintenance and the logistics footprint?” Castleberry told Air & Space Forces Magazine earlier this month. Maintenance has its own tactics, techniques, and procedures for sustaining aircraft and identifying potential challenges with both physical components and digital software. Because MxOT’s team members have operational experience, they can provide unvarnished, practical feedback to testing teams. That feedback can include bult assessments, such as “’This isn’t going to make sense for our maintainers out in the [Combat Air Force],’ and ‘it’s certainly not going to improve the CAF and the maintainers who are actually out in a contested environment,’” said 2nd Lt. Taleah Cooper, MxOT’s Assistant Project Manager. The benefits are obvious. “The longer it takes maintainers to work on something on the ground because something is not suitable for them, the less we’re actually putting jets in the sky,” Cooper said. “So anything that we can help make sure that maintainers are able to fix things the way that they should and do their jobs even better is our goal with every single test and tactic that we develop.” Major upgrades for the F-35 and F-22 highlight how critical it is to get maintainers’ perspectives. Any changes to the fifth-generation jets can require major adaptations down the line. “When you mess with software, some things change other parts that you didn’t intend to, right?” said Castleberry. “So we provide an on-the-ground, real-time look at what some of those changes do.” The F-22’s Raptor Agile Capability Release program is delivering rapid upgrades at an increased pace, including both software and hardware. In addition to quarterly test events devoted to reliability, maintainability, and sustainability, Tech Sgt. Victoria Hall, F-22 Operational Test & Evaluation Production Superintendent, said MxOT also holds “mini-events” to enable the team to quickly document and sign off on a fix, rather than holding it back from release for weeks or months. At the same time, MxOT is testing new procedures to help ensure Airmen can regenerate aircraft when operating under stress in an agile combat employment operation, with limited resources and little time to spare. Castleberry cited two ongoing updates for the F-35, one to develop a checklist of procedures so pilots can check their aircraft independently before taking off again and the other to do integrated combat turns. Both would contribute to ACE scenarios and testing is ongoing for both, with safety mechanisms in place. “When you think about maintenance as a whole and the test community as a whole, culturally, the two couldn’t be further apart,” Castleberry said. “That’s for very good reason: Maintenance is in charge of generating airpower that is safe and effective for pilots, and so by virtue of that, they have a lot of rules. They have a lot of guidance and a lot of guidelines to keep the aircraft safe and airworthy. … Whereas the test community, as a whole, is very much on the other side of that spectrum, where they want to be leading it, they want to be to the tip of the spear, and they need to, for the warfighter, to go try risky things and do things that are potentially non-standard to generate the right stuff for the warfighter. “So those two things are very different, just culturally, and that is OK. It is very interesting and fun, from my perspective, to watch those two things merge, because there’s a balance right between needs and wants for both sides.” Bell to manufacture FLRAA fuselage after dumping Spirit AeroSystems ahead of Boeing acquisition Sources first indicated this summer that Bell would drop Spirit AeroSystems as a supplier due to Boeing’s upcoming acquisition of the embattled aerostructures company. By Valerie Insinna and Ashley Roque on October 14, 2024 at 8:25 AM Bell’s V-280 Valor tiltrotor won the US Army’s Future Long-Range Assault Aircraft (FLRAA) competition. (Bell) AUSA 2024 — Bell Textron will produce fuselages for the Army’s Future Long-Range Assault Aircraft in house, having made the decision to take the work away from Spirit AeroSystems following the announcement of its proposed acquisition by Boeing, Bell and Spirit confirmed to Breaking Defense. Army acquisition executive Doug Bush said the service does not anticipate any risk to the FLRAA program resulting from Bell’s pivot away from Spirit as the fuselage maker. “We’re ahead of that problem. It’s already been worked out,” he told Breaking Defense in an interview ahead of the Association of the US Army conference in Washington this week. The transfer of work on the Army’s highest priority aviation program is the direct result of Bell’s concerns that financial and operational instability at Boeing, which is set to acquire Spirit in mid-2025, could have an adverse impact on the FLRAA program. “Bell has full responsibility for the fuselage scope of work, as we do with many of our product lines,” a company spokesperson said in a statement to Breaking Defense. “Bell’s Amarillo facility remains the final assembly site for the FLRAA aircraft.” Bell declined to provide further details on the move, including on timing of the transition. “Spirit and Bell coordinated on an agreement to transition full responsibility for the Future Long-Range Assault Aircraft fuselage to Bell,” Spirit AeroSystems spokesman Joe Buccino said. Boeing declined to comment. A source with knowledge of the program said that Spirit’s participation on the program is set to wrap up by the end of 2024, with the company poised to complete its final shipment of government property back to Bell by the end of the month. Asked about the decision to pull work from Spirit AeroSystems, Frank Lazzara, Bell’s director of FLRAA sales and strategy, told Breaking Defense that Bell wanted to ensure it could control its destiny as it finalizes the FLRAA design and begins producing prototypes. “Execution is everything. I’ve said that a few times. Right now, it’s about controlling the things that really need to be under our control,” he said in an interview Monday morning. “Now how that looks over the long term, we’ll see. But again, I think we’re in a good place for executing the obligation in front of us.” Lazzara acknowledged that taking on the additional workshare would necessitate “some level of build up of that team, and noted that Bell is still working through the finer details of move, including where it will build the fuselages. However, he said that the company is confident it will be able to meet its schedule requirements despite the changes. Industry sources have told Breaking Defense that several defense primes currently working with Spirit had levied concerns about the proposed acquisition by Boeing, which is currently embroiled in a production and safety crisis and taking cost cutting measures due to an ongoing strike at its Seattle-area aircraft plants. In July, sources told Breaking Defense that Bell had decided to oust Spirit AeroSystems as the provider of FLRAA’s composite-skinned aluminum fuselage after Boeing completes its $8.3 billion acquisition of Spirit, a major fuselage supplier on all Boeing commercial jetliners that was originally part of the company until being spun off in 2005. The Army announced in August that the FLRAA program had entered into its engineering and manufacturing development (EMD) phase after receiving Milestone B approval. The decision — made after a successful preliminary design review in April and a June meeting of the Army Systems Acquisition Review Council — allows the Army to exercise its first contract option for six FLRAA prototypes and moves Bell forward into the detailed design of the aircraft. The service currently plans for the first FLRAA aircraft to fly in 2026, the Army said in an August release. Low rate initial production is scheduled to start in 2028, followed by the fielding of the first batch of aircraft in 2030. Bell beat out a team of Boeing and Lockheed Martin’s Sikorsky subsidiary to win the FLRAA contract in 2022. At the time, Army officials said the contract was worth $1.3 billion but could end up being in the range of $70 billion if contract options and export opportunities emerge. Boeing’s acquisition of Spirit would have put Bell back in the position of working with its partner on the V-22 Osprey tiltrotor program. Boeing makes the fuselages for the Osprey under a 50-50 joint venture with Bell, which is responsible for wings, tail structure and rotors. UPDATED on 10/14/24 at 3:11 pm ET with an interview with Bell’s FLRAA sales director. Air Force Safety Czar Says New NDA Plan ‘Really Is Protecting’ Airmen Oct. 18, 2024 | By David Roza A new effort that requires aircraft maintainers to sign a non-disclosure agreement (NDA) so they can access more information about costly accidents will not change the level of transparency surrounding those events, the Air Force’s top safety officer said Oct. 18. “The truth is, there’s no change in the status of the availability of access to the public, to the private, or to Congress through the [Freedom of Information Act] program, and anything that is not safety privilege,” Maj. Gen. Sean M. Choquette, the Air Force Chief of Safety and commander of the Air Force Safety Center, told reporters. Earlier this week, news broke that the Air Force is rolling out new annual privileged safety information (PSI) training for maintainers across the service so they can receive the full picture of mishap events–—including factors, findings, causes, and recommendations—and thereby gain a better understanding of what caused them. After the training, maintainers would have to sign an NDA, a contract not to share confidential information. The move is in response to a bump last year in ground mishaps involving maintenance, aircraft towing, and other flight line work, Choquette explained. The general said it was not a “marked increase or a significant increase, but we saw an upward trend.” Two types of investigations take place when a mishap occurs. One is an accident investigation board (AIB), a monthslong legal proceeding where the final report is available to the public and can be used for disciplinary and other actions. The other is a safety investigation board (SIB), where the goal is to conduct a root cause analysis and get lessons learned out to the rest of the force as soon as possible. Since the only goal of the SIB is mishap prevention, safety investigators keep their findings confidential so that people involved in the accident can speak freely about what went wrong, Choquette said. That protection is called safety privilege, meaning the information discussed can’t be released or used for disciplinary action, and the Air Force uses NDAs to maintain it. “In order for [Airmen] to talk in a fulsome way about what occurred, we don’t want to put them in a situation where they feel like they can’t tell the whole story, because it’s going to come out in an article that’s going to be read by their family or their superiors or their subordinates,” the general said. Maj. Gen. Sean Choquette, Department of the Air Force Chief of Safety, addresses students in the Air Force Safety Course at the 344th Training Squadron June 13, 2024, at Joint Base San Antonio-Lackland, Texas. (U.S. Air Force photo by Christa D’Andrea) For decades, Air Force aircrew have signed NDAs so that when a mishap occurs, aviators across the service can quickly pick up lessons learned from privileged SIB information. Often that information-sharing takes the form of wing commanders bringing all aviators on a base into an auditorium to discuss the issue. But historically, maintainers were not part of those meetings. “It was purely operations,” Choquette said. “And I can’t tell you why that was the case, but we said, ‘hey, they need to be brought into the fold here, because ground operations mishaps were increasing, and they need to be better trained on where mistakes are being made.’” In the past, when a mishap occurred, any maintainers involved would be brought into the SIB and sign an NDA afterwards. But because maintainers writ large did not receive privileged safety information training or sign NDAs, the lessons from the SIBs never percolated to the wider force until the AIB came out months later, which does not include all the relevant information because AIBs are for public release. “The difference now is, instead of just signing an individual or multiple individuals who are involved in a mishap, every maintainer out there will be [provided] the capability to sign that NDA, become a part of the safety privilege system,” Choquette said. The goal is for all 80,000 maintainers across the Air Force to sign onto the privileged safety information training and NDA requirements so that they can access SIB findings and be better positioned to prevent future mishaps. “Our hope is that all of them will do that, because it really is protecting them and protecting the system so that will increase our readiness,” Choquette said. The NDA would be the same one that aviators currently fill out. If maintainers see problems on the flight line, the hope would be for them to notify their chain of command, but if they share safety privilege information to the public, they could face administrative action, just like anybody else who does so, the general said. One general area that might benefit from privileged safety information training is towing aircraft around the flightline, which has seen “a real increase in mishaps,” the general said. Towing aircraft may sound simple, but maneuvering in and out of hangars and around other expensive aircraft while adhering to a range of spotter and clearance requirements is a complicated task. “Those things are written into regulations, but, as in most things, a picture is worth a thousand words,” Choquette said. “If we can take an actual towing mishap, the information that came out of that safety investigation board, put a small group of people or a unit in a room and actually talk through the lessons learned out of that investigation, that drives home the concepts and how important they are and why they’re important.” Airmen from the 2nd Aircraft Maintenance Squadron and 2nd Maintenance Squadron, take a break while working on B-52 Stratofortresses assigned to Barksdale Air Force Base, Louisiana, at Navy Support Facility, Diego Garcia in support of a Bomber Task Force mission, March 23, 2024. (U.S. Air Force photo by Master Sgt. Staci Kasischke) At least one crew chief thinks the effort could help maintainers stay safe. “I think it will aid in obtaining the full picture as a lot comes with a mishap,” the maintainer told Air & Space Forces Magazine on the condition of anonymity. “By that I mean major mishaps being a ‘Swiss cheese’ effect, and usually not due to one major misstep but an accumulation of events or missteps that can build into a perfect storm.” Wider Reform The new training is part of a larger safety center campaign to integrate risk and readiness, which aims to better prepare Airmen to make risk-informed decisions. Officials say the campaign, as well as a wider safety center strategic plan unveiled in April, is meant to ready the force for Agile Combat Employment, a concept where small teams of Airmen launch and recover aircraft at remote or austere airfields, then relocate to avoid being targeted by enemy missiles. Airmen will likely have to carry out those operations without support and without connection to higher command, which is forcing a wider recalculation of risk across the service. What does that look like in practice? Choquette pointed to the preflight risk assessments aviators perform, where they discuss aircrew qualifications, weather, aircraft conditions, threats, and other factors that affect the mission risk. The general hopes to translate that practice to maintainers, so that production superintendents or other flight line leaders have a standard process by which they can assess the qualifications of their maintainers, the weather on the flight line, the state of the aircraft, and other risk factors. That way, “they can make a better risk-informed decision, to execute smartly, or make some mitigations, [such as] ‘hey, I have a three-level supervisor out there, I really could use a five-level today because this is a complex operation we’re doing here, let’s swap these two NCOs out to better execute today,’” the general said. The risk management could even apply to Airmen’s personal lives, such as whether or not to go skiing in bad weather or take a road trip on Memorial Day weekend. On an even broader level, as the chair of the Joint Safety Council, Choquette is working with his counterparts to promote similar practices across the services and share best practices for common platforms such as the H-60 helicopter and V-22 tiltrotor transport. “We share information out so that we’re not just learning from our own information and our own safety prevention systems, but we’re learning from each other,” he said. Curt Lewis