January 22, 2025- No. 04 In This Issue : FAA Orders Boeing 787 Seat-Track Inspection Amid Manufacturing Defect : 737 MAX 9 Door Plug Inspection : FAA proposes 737NG and 757 directive after overhead monitor ‘detached’ during hard landing : Boeing Will Restart 777X Certification Flights : Air Force updates T-7A acquisition approach to field operational capability : Follow the facts on the transition to unleaded avgas : World’s first liquid hydrogen-powered turbine engine sets new standard for aviation : GE Aerospace secures $9 million grant, creating more than 200 new jobs in Ohio : FAA offers grants for pilots and mechanics : American Airlines announces partnership with George T. Baker Aviation Technical College in Miami FAA Orders Boeing 787 Seat-Track Inspection Amid Manufacturing Defect The faulty seat-track fittings could fail under emergency landing loads, posing a risk of passenger injury. By Kevin Derby January 17, 20254 Mins Read WASHINGTON- The Federal Aviation Administration (FAA) orders a seat-track inspection due to a manufacturing defect affecting Boeing 787 aircraft, prompting immediate action. A proposed rule mandates inspections to address potential safety concerns caused by defective seat-track hardware. The issue arises from incorrect materials used in manufacturing seat-track splice fittings, risking structural integrity during emergency situations. The FAA’s order impacts 37 U.S.-registered Boeing 787s, spanning multiple variants. FAA Orders 787 Seat-Track Inspection On January 15, the FAA released a proposed rule following reports from suppliers highlighting potential defects in Boeing 787 seat-track splice fittings, as flagged by FlightGlobal. These defects stem from the use of incorrect titanium alloys, specifically, Grade 1 or 2 commercially pure unalloyed titanium instead of the FAA-approved Grade 5 titanium alloy. Grade 1 and 2 alloys lack the strength, fatigue resistance, and damage-tolerance properties necessary to meet stringent aviation safety standards. The faulty seat-track fittings could fail under emergency landing loads, posing a risk of passenger injury. This concern has prompted the FAA to direct airlines operating the affected aircraft to conduct thorough inspections using advanced techniques such as X-ray fluorescent spectrometry or high-frequency eddy current testing. In response to the issue, Boeing issued an Alert Requirements Bulletin on October 18, 2024. The bulletin outlined inspection protocols for identifying defective seat-track fittings and directed airlines to replace any non-compliant components. The FAA’s proposed order formalizes these recommendations, making compliance mandatory for operators of US-registered Boeing 787s. Affected models include the 787-8, 787-9, and 787-10 variants. 737 MAX 9 Door Plug Inspection Boeing is revising its guidance for airlines on inspecting mid-cabin emergency exit door plugs for 737 MAX 9 aircraft. The Federal Aviation Administration (FAA) must approve these updated procedures before the affected jets can return to service. The grounding of 737 MAX 9 aircraft with these door plugs was prompted by a January 6 incident on an Alaska Airlines (AS) flight. A door plug failure during the flight created a significant cabin hole, forcing the pilots to land safely in Portland without serious injuries to passengers or crew. The FAA issued an emergency airworthiness directive the same day, grounding 171 aircraft worldwide until inspections are completed. Boeing initially provided inspection instructions on January 8, but feedback from operators prompted the company to revise its guidance. The FAA confirmed on January 9 that it will conduct a thorough review of the updated procedures once submitted. “Every Boeing 737 MAX 9 with a plug door will remain grounded until the FAA determines it can safely return to operation,” the agency stated, emphasizing that safety will dictate the timeline. Several carriers, including Aeromexico (AM), Alaska Airlines (AS), Copa Airlines (CM), Lion Air (JT), Turkish Airlines (TK), and United Airlines (UA), have grounded their 737 MAX 9 fleets in compliance with the directive. Boeing CEO David Calhoun addressed employees on January 9, taking full responsibility for the situation and committing to full transparency throughout the investigation. The company is cooperating with the FAA and National Transportation Safety Board (NTSB) to determine the root cause of the failure. “We’re going to acknowledge our mistake and work transparently every step of the way,” Calhoun assured. This situation underscores the importance of rigorous safety protocols and collaborative efforts between manufacturers, regulators, and operators to ensure the safety of the flying public. FAA proposes 737NG and 757 directive after overhead monitor ‘detached’ during hard landing By Jon Hemmerdinger 16 January 2025 FAA Proposes 737NG and 757 Guidelines The Federal Aviation Administration (FAA) has proposed new guidelines requiring airlines to replace overhead video monitors in Boeing 737NG and 757 aircraft. This action follows an incident in which passenger service unit (PSU)-mounted monitors detached from their rails during a hard landing that remained within emergency load requirements. The proposed rule, announced on January 15, addresses safety concerns highlighted by Boeing through Special Attention Requirements Bulletins. These bulletins, issued to 737NG operators in December 2023 and 757 operators in January 2024, direct airlines to replace video monitors without secondary retention lanyards and secure lanyards to PSU rails. The FAA emphasized that detached monitors could pose a risk to passengers, potentially causing injuries or obstructing emergency evacuations. If finalized, the rule would apply to 459 U.S.-registered 737NGs of all variants and 85 757-200 and 757-300 aircraft equipped with monitors manufactured by Burrana and Panasonic. Boeing has not provided further comments on the proposed measures. The FAA’s directive underscores its commitment to enhancing passenger safety by addressing risks associated with aging aircraft components. Stay tuned with us. Further, follow us on social media for the latest updates. Join us on Telegram Group for the Latest Aviation Updates. Subsequently, follow us on Google News Boeing Will Restart 777X Certification Flights The upcoming functional check flight, expected as early as January 15, 2025, will pave the way for the full resumption of the certification program. By Kevin Derby January 15, 20252 Mins Read SEATTLE- Boeing is set to restart certification flights for the 777X after resolving a critical issue with engine thrust links. The return marks a significant milestone following delays caused by mechanical failure and labor strikes in 2024. The progress of the 777X certification program has been on hold for five months, but Boeing’s latest efforts signal renewed momentum toward achieving certification, now targeted for 2026, reported Aviation Week. Boeing 777X Certification Flights Boeing’s 777X certification program faced a setback in mid-August 2024 when thrust link failures were detected during flight testing. The third test aircraft, WH003 (N779XY), was grounded after the issue was identified during a flight in Kona, Hawaii. Since then, Boeing has replaced the thrust link components on all four primary test aircraft and conducted additional rework on the thrust reverser assembly. The certification flights are set to resume with WH003, the program’s lead aircraft since its introduction in 2020. This aircraft, central to propulsion and avionics testing, has not flown since September 2024 The upcoming functional check flight, expected as early as January 15, 2025, will pave the way for the full resumption of the certification program. A seven-week labor strike in late 2024 further exacerbated the program’s delays, contributing to Boeing’s decision to push initial deliveries to 2026. Despite these challenges, Boeing remains committed to advancing the 777X, a key part of its long-haul fleet offerings. Boeing 777X Certification Flights Overview The 777X certification fleet consists of four aircraft, each contributing to specific aspects of the program: • WH001: First flown in January 2020, this prototype has primarily conducted stability, control, and aerodynamic testing. It is expected to rejoin the program in the coming weeks. • WH002: Introduced in April 2020, this aircraft has focused on autoland system validation and ground effects testing. • WH003: As the lead aircraft, WH003 has been used for propulsion testing, including evaluations of the GE9X engine and auxiliary power systems. • WH004: Featuring a production-representative cabin, WH004 is tasked with testing extended twin-engine operations and airline functionality Boeing’s efforts to address mechanical and procedural challenges highlight its commitment to the 777X’s long-term success. The upcoming flights represent a critical step in demonstrating the aircraft’s readiness for certification. The program’s progress will be closely monitored as Boeing works toward achieving its revised timeline for deliveries in 2026. Air Force updates T-7A acquisition approach to field operational capability Published Jan. 15, 2025 Secretary of the Air Force Public Affairs ARLINGTON, Va. (AFNS) -- The U.S. Air Force and Boeing have agreed upon a framework to adjust aspects of the T-7A Red Hawk acquisition approach to meet Air Education and Training Command’s (AETC) operational needs and deliver a platform that is safe, suitable, and sustainable to replace the aging fleet of T-38C Talon aircraft. In 2018, the Air Force awarded a fixed-price contract to Boeing for T-7A aircraft development and 10 fixed-price lots of all 350 T-7A operational aircraft. Air Force pilots are currently flying five test aircraft, with the last one delivered in December 2024. “Acquisition programs cannot be stagnant, even when they are fixed-price. This is why I’ve directed the T-7A team to implement updates to reduce risk and increase our confidence in the aircraft design, all to ensure we can deliver the T-7A to the warfighter when needed,” said Andrew Hunter, Assistant Secretary of the Air Force for Acquisition, Technology and Logistics. “These acquisition updates include expanding test capacity, enabling the start of AETC’s curriculum development activities, and using a management approach which incentivizes Boeing to address emergent issues that were not part of the contract that was signed in 2018 and to accelerate elements of the program.” Under the adjusted plan, the Air Force would procure four Production Representative Test Vehicles (PRTVs) with fiscal year 2025 (FY25) research, development, test & evaluation (RDT&E) funds to deliver in FY26. This expanded test capacity would enable AETC to expedite test plan and curriculum development earlier than the current plan, ultimately achieving a timely Initial Operational Capability (IOC). “Procuring these PRTVs in FY25 also allows the Air Force and Boeing to improve manufacturing readiness prior to entering the production phase for the entire run of over 350 T-7As,” said Hunter. “Decreasing overlap between development, testing, and production lowers the likelihood of potential costly retrofits of a significant number of aircraft.” He added, that while the adjusted Air Force plan would result in the award of Lot 1 production aircraft in calendar year 2026, the production delivery timeline of the PRTVs and the Lot 1 aircraft would preserve AETC’s 2027IOC timeline. The current plan as outlined in the FY25 President’s Budget request, submitted to Congress more than 8 months ago, assumed a production contract award in 2025 and requested funding for the Air Force to purchase seven Lot 1 production aircraft in FY25. “Air Education and Training Command is actively working with our acquisitions partners to develop cutting edge training capabilities at the speed of need,” said Lt. Gen. Brian S. Robinson, AETC commander. “The T-7A will propel the Air Force’s pilot training pipeline into the future of aviation, enabling the Air Force to continue producing world-class pilots who meet the challenges of the future.” The Air Force is working with Congress on what adjustments would be necessary to the FY25 T-7A budget request to execute the adjusted plan. Follow the facts on the transition to unleaded avgas By Ben Visser January 15, 2025 · 17 Comments The biggest topic of discussion in general aviation these days is the effort to develop a 100-octane unleaded fuel that can be a drop-in replacement for 100LL. It seems that everyone has an opinion about a solution, but there seems to be problems with every solution — problems that people try to overlook. Over the holidays I was cruising the internet and came across a discussion on the unleaded avgas subject. One of the comments stated that since the EPA has established that leaded avgas represents a significant health hazard, it needs to be banned immediately. I was going to respond and point out the error of this statement, but in the holiday spirit I passed and had another eggnog. The problem with the statement is that the EPA study did not in any way, shape, or form prove that leaded avgas is any kind of a health hazard. In fact, it did just the opposite. It showed that a group of people trying to prove that leaded fuels are a health concern are wrong. I believe their data analysis concluded that there was no significant difference in blood lead levels between people living by an airport and the general population. This is the same conclusion from a very large sampling in the late 1960s that compared the blood lead levels of taxi drivers in New York City to that of natives in Africa who had never seen an internal combustion engine run on leaded fuel. Even though the taxi drivers were around exhaust from cars burning leaded fuels every day, there was no significant difference to that of the natives who never came in contact with an engine burning leaded fuel. So instead of reporting the results that the EPA found, they added a weasel word to their report to make it look like their tests supported their pre-drawn conclusions. They reported that leaded avgas PROBABLY represented some kind of health hazard. PROBABLY? If I had ever added this to the conclusion of a test program while working at Shell, I PROBABLY would have had a much shorter career there. In the news they are always saying that we need to follow the facts and use good science. Using those guidelines, I offer the following options on what path to follow: Option 1 Scrap the whole 100 octane unleaded project for now and keep 100LL for the foreseeable future. This will save about a dollar a gallon in fuel costs, protect everyone’s exhaust seats, and ensure a continued supply of safe fuels all across the county. It will also give time to allow the unleaded fuel suppliers to solve their technical problems and maybe develop an unleaded fuel that can be used in the entire GA fleet with little or no significant technical problems. Option 2 Do a gradual reduction in the lead level allowed. Today a gallon of 100LL typically contains around 2.1 grams of tetraethyl lead (TEL). Say we reduce that to 1 gram per gallon by 2035 and 0.5 grams by 2045. This will allow the industry to gradually improve their fuels and the engine and engine component business to upgrade their products to work with the new fuels. It will also allow those people who believe that one must follow the facts and the science only when it agrees with their pre-drawn conclusions to claim that they reduced the lead level in the atmosphere. Option 3 Follow the current push to replace 100LL with 100UL by a specific date, like 2030 chosen by the Eliminate Aviation Gas Lead Emissions (EAGLE) initiative, a government-industry collaboration to make general aviation lead free. This is the most expensive option with a lot of possible problems, such as exhaust valve recession, runoff water pollution, seal compatibility, spark plug fouling, and many more. And it is not based on factual data or science. Everyone has heard that lead is bad, but it has to be in a form that people can ingest. Lead is all around us in items such as car batteries, fishing lures, many shot gun shells, wheel weights for tires, and a lot of other industrial uses. Hopefully we can get back to using factual data and good science to make decisions, not just opinions. But probably not. World’s first liquid hydrogen-powered turbine engine sets new standard for aviation Hydrogen, with its potential to reduce CO2 emissions, offers a cleaner alternative to fossil fuels despite challenges in handling and storage. Updated: Jan 15, 2025 09:51 AM EST Sujita Sinha Note: See photos and video in the original article. Turbotech, Safran, and Air Liquide successfully tested the first liquid hydrogen turbine engine for light aviation. Safran Group The aviation industry has long sought to push the boundaries of technological advancement and sustainability. A significant milestone has been achieved with the successful ground test of a turbine engine powered by liquid hydrogen, a collaboration between Turbotech, Safran, and Air Liquide. This test represents a crucial step forward in the pursuit of clean energy solutions for aviation. Breaking new ground: Liquid hydrogen in aviation On January 13, 2025, Turbotech, Safran, and Air Liquide, with the support of the French Civil Aviation Authority, made history by completing the first-ever ground test of a turbine engine fueled by liquid hydrogen. The success of this test marks the first time such fuel has been used in a turbine engine for the light aviation market. The test follows a similar achievement from the previous year, when Safran and Turbotech tested a small TP-R90 turboprop engine on hydrogen gas. This was part of the BeautHyFuel project, which aims to explore hydrogen’s potential in light aviation. The success of the liquid hydrogen test marks a major milestone in the quest for decarbonized aircraft propulsion. Hydrogen: The future of clean aviation propulsion Hydrogen has long been considered a promising clean alternative to traditional fossil fuels. When burned at lower temperatures, it emits only water vapor. However, challenges arise when hydrogen is burned at higher temperatures, above 2,000 ºF (1,093 ºC). This high temperature can cause a reaction between nitrogen in the air and oxygen, leading to the creation of nitrogen oxides (NOx). These NOx emissions are a significant contributor to air pollution and acid rain. Despite this challenge, hydrogen still stands out as a cleaner alternative to kerosene and gasoline. Even when hydrogen combustion produces NOx, it does not emit carbon dioxide (CO2), soot, or unburned hydrocarbons, which are common byproducts of fossil fuel combustion. Additionally, hydrogen has nearly three times the energy density of jet fuel, with 33.3 kWh/kg compared to kerosene’s 12.0 kWh/kg. “By coupling our technology to Air Liquide’s cryogenic storage system, which provides the energy density needed for aircraft applications, we’ve demonstrated that a complete high-tech propulsion solution with zero carbon emissions in flight is possible and that it can be directly integrated into light aircraft,” said Pierre-Alain Lambert, VP Hydrogen Programs, Safran. Challenges and benefits of liquid hydrogen Although hydrogen is an exciting and sustainable fuel, it is not without its challenges. Currently, hydrogen remains expensive and difficult to handle. Specialized equipment and infrastructure are required to produce, store, and utilize it. Liquid hydrogen, in particular, must be kept at extremely low temperatures, below -423 ºF (-253 ºC), to remain in its liquid form. This requires advanced cryogenic storage systems. However, liquid hydrogen offers several advantages over its gaseous counterpart. While hydrogen gas must be stored at extremely high pressures (10,150 psi or 700 bar), liquid hydrogen is far denser and can be stored at much lower pressures (15-145 psi or 1-10 bar). This means that liquid hydrogen can store more fuel in the same volume, which translates into greater range for aircraft. Xavier Traversac, VP of Air Liquide Advanced Technologies, emphasized the importance of hydrogen in the transition to low-carbon aviation, “Hydrogen is one of the key elements in the energy transition – and this success is another step toward low-carbon flying.” The road ahead for hydrogen in aviation Despite the challenges, the long-term potential of hydrogen as a fuel for aviation is undeniable. As technology and infrastructure continue to improve, hydrogen is poised to play a pivotal role in making aviation more sustainable. With the support of key players like Turbotech, Safran, and Air Liquide, the aviation industry is taking bold steps toward a future where aircraft are powered by clean, renewable energy sources. “This is a major step forward in the transition to fully decarbonized aircraft propulsion, which will be ready to fly as soon as the world mass-produces green hydrogen,” said Damien Fauvet, CEO of Turbotech. As hydrogen technology continues to evolve, the dream of zero-emission aviation may soon become a reality. GE Aerospace secures $9 million grant, creating more than 200 new jobs in Ohio Grant supports the company’s RISE technology demonstration program with updated testing equipment. By: Danielle Goodman Posted 10:39 AM, Jan 13, 2025 CINCINNATI — GE Aerospace is planning hundreds of new engineering jobs for its Ohio locations with the help of a $9 million research and development grant from JobsOhio. According to JobsOhio, the grant will be used to upgrade test equipment at GE Aerospace’s Cincinnati headquarters and Peebles Test Operations, with plans to create more than 200 new engineering jobs by the end of 2028. “This grant funding will help GE Aerospace invest in the latest technology to advance its R&D operations and strengthen its commitment and presence in Ohio,” said Ohio Governor Mike DeWine in a press release. “Ohio has a storied history of aviation ingenuity dating back to the Wright brothers, and GE Aerospace continues to build on that foundation of excellence by developing next-generation engine products here.” The grant supports technologies such as Open Fan and compact engine cores through the CFM Revolutionary Innovation for Sustainable Engines (RISE) program. RISE targets 20% better fuel efficiency and 20% lower CO2 emissions compared to today’s most efficient engines. It also explores hybrid electric systems and compatibility with Sustainable Aviation Fuel (SAF). “Continued technology innovation is needed to meet the needs of our customers for more fuel-efficient engines,” said Mohamed Ali, senior vice president of engineering for GE Aerospace in a news release. “This grant helps GE Aerospace remain at the forefront of commercial aviation innovation.” The announcement joins a series of recent GE Aerospace investments in Ohio. Those investments include the 2024 opening of the Services Technology Acceleration Center in Springdale, a $127 million investment in Ohio manufacturing facilities to increase engine production and enhance quality and a $20 million commitment to Dayton’s Electrical Power Integrated Systems Center for hybrid electric engine testing. GE Aerospace announced plans to hire more than 900 engineers globally in 2024, including in Ohio, continuing its focus on innovation to support current aircraft engine programs and develop new technologies. Those interested in applying can visit invent.ge/engineering. FAA offers grants for pilots and mechanics By General Aviation News Staff January 13, 2025 The FAA is once again offering grants aimed at developing the next generation of pilots and aviation maintenance technicians. The Aircraft Pilots Workforce Development Grants fund programs that educate students to become aircraft pilots or unmanned aircraft systems operators. The Aviation Maintenance Technical Workers Workforce Development Grants fund programs that prepare people to be aviation maintenance technicians. Eligible organizations can apply for grants of up to $1 million each fiscal year, according to FAA officials. Last year the FAA awarded $13.5 million in grants to more than 30 schools and organizations. Applications must be submitted by Feb. 5, 2025. For more information: FAA.gov American Airlines announces partnership with George T. Baker Aviation Technical College in Miami MIAMI — Miami-Dade County Public Schools (M-DCPS) students at George T. Baker Aviation Technical College are preparing for takeoff in their aviation maintenance careers thanks to a new partnership with American Airlines. With the partnership, students will enjoy ongoing engagement opportunities with Technical Operations team members at American’s Miami (MIA) hub and on campus. Additionally, students at the top of their class will be guaranteed interviews for open positions upon graduation and receipt of their FAA Airframe and Powerplant certificate. Today’s announcement formalizes a long-standing relationship between the airline and M-DCPS that’s been developing the next generation of aviation maintenance technicians (AMTs) for years. American also donated a McDonnell Douglas MD-80 aircraft to Baker Aviation in 2010, and students continue to use the historic aircraft for training. The airline’s MIA-based Technical Operations team mentored the school’s student team in the 2024 Aerospace Maintenance Council Competition, where they placed first in two events and finished second in the School category. “George T. Baker Aviation Technical College is widely known as a leader in aviation education, and we’ve hired many of their graduates,” said Evie Garces, American’s Vice President of Line Maintenance. “This partnership ensures American will continue hiring the best-trained AMTs who will keep our fleet flying safely for years to come. We’re looking forward to working closely with Baker students to ensure a successful transition from classroom to hangar.” Dating back to 1939, George T. Baker Aviation Technical College is a public institution operated by Miami-Dade County Public Schools. It is accredited by the Council on Occupational Education and the National Center for Aircraft Technician Training (NCATT) and is certificated by the FAA. Approximately 1,000 M-DCPS high school and adult students are currently studying aviation-related coursework at Baker. The school is one of two in Florida to be accredited by the NCATT and the only school in the country to offer NCATT accredited courses to high school students. “Through our partnership with American Airlines, we are developing tomorrow’s pioneers who will lead the aviation industry with unparalleled skill, passion and vision," said Dr. Jose L. Dotres, Superintendent of Miami-Dade County Public Schools. "At George T. Baker Aviation Technical College, innovation and excellence are not just goals — they are the wings that lift our students to new horizons, which makes M-DCPS your best choice.” “Investing in education opportunities for our residents is investing in the future of Miami-Dade County,” said Miami-Dade County Mayor Daniella Levine Cava. “Through inspiring partnerships like this we are preparing our workers to access good jobs and succeed in the industries of the future. This is how you build an economy that works for all.” American employs more than 14,600 team members at its MIA hub, including more than 1,200 Technical Operations team members — many of whom are George T. Baker alumni. Candidates interested in joining American’s team can view open opportunities and apply at jobs.aa.com. In addition to M-DCPS’ George T. Baker Technical College, American’s Technical Operations team has partnerships with Aviation Institute of Maintenance — Chicago, Tulsa Tech in Tulsa, Oklahoma, and West Los Angeles College in Los Angeles. The partnerships ensure tomorrow’s AMTs receive relevant, real-world training today and are set up for success in aviation maintenance careers. About American Airlines Group As a leading global airline, American Airlines offers thousands of flights per day to more than 350 destinations in more than 60 countries. The airline is a founding member of the oneworld® alliance, whose members serve more than 900 destinations around the globe. Shares of American Airlines Group Inc. trade on Nasdaq under the ticker symbol AAL. Learn more about what’s happening at American by visiting news.aa.com and connect with American @AmericanAir and at Facebook.com/AmericanAirlines. To Care for People on Life’s Journey®. About Miami-Dade County Public Schools Miami-Dade County Public Schools (M-DCPS), an A-rated district, is the nation’s third largest school system with more than 400 schools and a diverse enrollment of more than 330,000 students from over 160 countries. Our ongoing tradition of groundbreaking achievement has earned top recognition at the national and international levels. M-DCPS also recently reached a landmark graduation rate of 92 percent. Curt Lewis