January 29, 2025 - No. 05 In This Issue : FAA Looking Into Possible G100UL Fuel Issues : Demand Is Soaring For Commercial Engine Maintenance, Repair Slots : Money-Saving Microvanes Inch Closer to Fleetwide C-17 Use : Boeing Ends 777-300ER Production : 737 MAX 7 and 10 Update : Japan Airlines to apply riblet-shaped coating to international B787 flights : The Rolls-Royce Trent 900 Engine A $25 Million Marvel of Modern Engineering : Hartzell debuts Carbon Voyager propellers : NASA Small Business Funding Enables Aircraft Inspection by Drone : Boom Supersonic one step from first Mach 1 flight after XB-1 completes 11th test : FAA Mandates Repairs for Boeing 757 PTU Valve Failures: Cost and Details FAA Looking Into Possible G100UL Fuel Issues FAA inspectors were at a California airport inspecting potential damage reports. Russ Niles Updated Jan 21, 2025 5:33 AM EST Credit: General Aviation Modifications, Inc. (GAMI) The FAA is now reportedly investigating reports of damage to aircraft related to their use of GAMI's G100UL unleaded fuel in California. Inspectors looked at several planes involved at Watsonville Airport south of San Francisco. Various incidents of peeling paint, leaking fuel tanks and even a bent pushrod/seized valve have been reported in various forums. GAMI is responding to inquiries and doing its own materials testing and is encouraging operators who believe the fuel is affecting their aircraft to report incidents. G100UL is being sold at Watsonville and Reid-Hillview Airport near San Jose. More than 100 airplanes at those fields and some from neighboring airports have the STC that allow them to use the unleaded gas. Demand Is Soaring For Commercial Engine Maintenance, Repair Slots Jim Harris and Michael Sion August 22, 2024 Credit: RTX Aircraft engine maintenance, repair and overhaul (MRO) has become a choke point for commercial aviation. Repair shops are struggling to service a growing number of aging narrowbody engines as airlines seek to extend their lives. Increasing the strain, many new-generation engines are coming in for their first visits. The combined surge in demand has left airlines facing historically high shop turnaround times (TAT), up by 35% or more for legacy engines and more than 150% for new-generation engines compared to pre-pandemic levels. In addition, the wait times just to secure an MRO slot rose by two to three months and, in some cases, six months. These uncommonly long delays to maintain and repair engines have reduced the availability of airline fleets. While the industry has made some headway in restoring parts, labor and facility capacity that was cut at the outset of the pandemic in 2020, Bain analysis shows engine MRO demand is likely to experience a near-term peak in 2026 and remain constrained through the end of the decade. The capacity shortage presents a challenge but also an opportunity for MROs and suppliers. Companies that invest today will be best positioned to capture a larger slice of the market and propel long-term growth. A combination of factors has created a near-perfect storm for engine services. Shop visits deferred during the pandemic led to significant pent-up demand. At the same time, newer-generation CFM International Leap engines and Pratt & Whitney GTF engines are requiring repairs in much greater numbers than anticipated due to an array of issues. Compounding these delays, OEMs have struggled to ramp up production of new-generation aircraft due to supply chain constraints and quality setbacks. Deferred deliveries mean airlines must continue to rely on aging fleets. Many of these engines would already have been scrapped for parts, but instead are still in use and returning to MRO shops in growing numbers. And servicing aging engines often involves greater complexity and longer TATs. A lack of spare parts is also contributing to longer shop visits. Demand for OEM parts is outpacing supply by 10% to 20%. Labor shortages are adding to maintenance delays, with MRO shops struggling to recruit and retain technicians. Additionally, OEMs have not issued enough repair licenses to meet demand, limiting the supply of repaired parts. Lasting Impacts Even as MRO shops scramble to meet near-term demand, the capacity shortage is likely to persist, given the generational shift in airline fleets. Although legacy engine shop visits are at peak levels, another large surge in demand from new-generation engines will begin toward the end of the decade. The decision by many airlines to delay the retirement of legacy aircraft amid uncertainty about new OEM deliveries has limited the supply of used parts. Used serviceable material (USM) plays a critical role in providing operators with a cost-effective, low-risk option to access life-limited parts. For some MRO shops, USM parts cover as much as 30% of total part demand. In particular, airlines have put off the retirement of Boeing 737NG aircraft and Airbus A320ceo models. That trend is likely to continue for several years, given insufficient deliveries of new aircraft. Eventually, the volume of parts from teardowns will rise—however, the parts from engines retiring in the latter half of this decade will have a shorter remaining life than typical teardowns due to aggressive engine rotation practices during the past few years. Parts in scarce supply include high-performance components, especially combustion, turbine and exhaust parts such as high-pressure turbine blades, as well as castings, forgings and controls. The unanticipated volume of new-generation engine early shop visits is consuming labor and facilities that otherwise would have been available to serve the surge in legacy engine MRO. While new-generation engines rely on different capacity—namely, OEM closed-network MRO providers—most shops serve both new and legacy engines. Resolving quality and durability issues to reduce the volume of these visits will take several years. The global shortage of skilled labor, especially experienced workers, will be an ongoing challenge for MRO shops. In the U.S., demand for aircraft mechanics and service technicians is projected to rise roughly 4% by 2030, according to the U.S. Bureau of Labor Statistics, significantly outpacing the projected 1% growth of the working-age population in the same period, indicating tight labor markets. The same trend will affect other regions with large MRO workforces, including China, Singapore, Japan, Brazil and Europe, where working-age populations are projected by the World Bank to remain flat or decline. If MRO capacity growth continues at historical rates, our analysis indicates the cumulative demand for shop visits through the end of the decade will exceed supply by nearly 17%. That shortfall, in turn, would impede air traffic growth by forcing operators to limit flights and routes. Unless MRO companies act quickly to close this capacity gap, airlines will face higher costs to operate constrained fleets. That financial burden, on top of growing costs to decarbonize air travel, is likely to slow passenger travel growth. Navigating The Squeeze Tomorrow’s winners are investing to increase capacity by improving shop efficiency and productivity ahead of the next demand surge. They are also working with customers to forecast MRO demand to help mitigate maintenance delays. That entails developing a detailed outlook for each aircraft platform served, including estimates of expected shop visit intervals for next-generation engines, which are still far from maturity. Technology can also help improve productivity, especially artificial intelligence (AI) and automation. For instance, computer vision is improving the accuracy and speed of inspections and boosting the productivity of smaller workforces. AI also can be used to improve knowledge management and employee decision-making and productivity, bringing together disparate data to help technicians better diagnose, troubleshoot and prescribe workflows. That can speed up lengthy process steps like repair approvals while improving outcomes and reducing the time required to train new technicians. Leaders are also investing in parts repair and USM. The main reason for today’s slow TATs is a shortage of engine parts. One way to improve TAT is by expanding piece-part repair capacity and access to USM. By boosting the supply of used and repaired parts, MRO providers help relieve the overall demand for new OEM parts, further reducing repair queues. The engine maintenance capacity crunch presents significant challenges but also offers substantial opportunities for MRO providers and suppliers. By investing in productivity, parts repair and scaling capabilities, companies can navigate this complex landscape and emerge as leaders in the industry. Money-Saving Microvanes Inch Closer to Fleetwide C-17 Use Jan. 22, 2025 | By David Roza Small new devices meant to save money spent on gas by reducing aerodynamic drag are inching closer to fleetwide adoption for the Air Force’s 222 C-17 transport jets. Microvanes are 3D-printed out of composite materials into thin blades about 16 inches long. When attached to the rear exterior of the C-17 fuselage, microvanes reduce drag, and thereby fuel consumption, by 1 percent compared to unmodified C-17s. Though 1 percent may not sound like much, the Air Force said it will save up to $14 million annually over the frequent flights C-17s take around the world. “Every gallon of fuel saved strengthens our readiness and operational effectiveness,” Roberto Guerrero, deputy assistant secretary of the Air Force for operational energy, safety, and occupational health, said in a Jan. 14 press release. “By adding modern technology like microvanes to our legacy aircraft, we’re saving millions in fuel costs and building capability critical for maintaining our competitive edge in the era of great power competition.” The drag reduction devices known as microvanes are shown on the aft-end of a C-17 Globemaster III at Joint Base Lewis-McChord, Washington. U.S. Air Force photo. The Air Force Research Laboratory (AFRL) has been working on the technology as far back as 2014. In 2021, the Department of Defense awarded a contract to Metro Aerospace, which holds the license to Lockheed Martin’s patent on the technology, to explore putting microvanes on Air Force C-130s and “help validate drag-reduction concepts that can be developed and applied to commercial aircraft, other aircraft such as the C-17, KC-135, and future vertical lift.” An official said at the time that the microvanes had cost about $5 million to develop. Cargo planes often have high drag where the fuselage sweeps upward to accommodate a rear cargo door. Reducing that drag means transports can carry troops, equipment, and supplies to farther flung operations. “It’s about ensuring that we remain agile and capable in a rapidly evolving global environment,” Guerrero said. “What’s more, through recent legislation, we can use the savings realized by this technology to fund other initiatives that increase combat capability.” In 2022, AFRL and the Air Force Life Cycle Management Center were in the process of certifying the microvanes for airworthiness. The next year saw the start of final flight-testing, including air refueling and assault strip operations, where C-17s land on shorter, narrower runways to simulate combat landings. Now, Air Force Operational Energy and Air Mobility Command “are entering the final phase of evaluation” according to the release. The C-17 used in testing is assigned to Stewart Air National Guard Base, N.Y. Lt. Col. Eric Durkins, commander of the 105th Aircraft Maintenance Squadron at Stewart, said the aircraft “has supported our worldwide missions now for over a year without an issue[.]” A C-17 Globemaster III with microvanes successfully installed waits on the flight line at Stewart Air National Guard Base. (U.S. Air Force photo) Six C-17s are modified with microvanes, with two more expected to receive them at Joint Base Charleston, S.C., this month. That will kick off a six-month logistics service assessment, which the release said is the final step before fleetwide fielding. Microvanes complement a wider Air Force effort to make its energy use more efficient. The branch’s 2023 Climate Campaign Plan called for using drag reduction, enhanced engine sustainment practices, and other tools to boost its “lethality per gallon,” i.e., the number of test events, weapons released, or other objectives accomplished per gallon of gas or other energy metric. The plan aims to make operational energy usage for Air Force flying missions 5 percent more efficient by fiscal year 2027 and 7.5 percent by 2032. The service is also testing out a more efficient blended wing body prototype for possible future air lifters and looking into microgrids and small nuclear reactors to make its bases less reliant on nearby grids in times of crisis. Boeing Ends Production of its Best Seller Widebody Aircraft The 777-300ER's legacy spans nearly two decades of revolutionary air travel since its 2004 debut. By Bhavya Velani January 22, 20255 Mins Read ShareFollow Us Note: See photos in the original article. SEATTLE- American Aerospace Giant, Boeing 2024 delivery records indicate the company has potentially concluded production of its legendary 777-300ER aircraft, with only one final delivery recorded for the year. The Air Current broke this significant development in commercial aviation history, highlighting the conclusion of what it termed “the best-selling widebody of all time.” Boeing Ends 777-300ER Production Despite Boeing Commercial Airplanes CEO Stephanie Pope’s December announcement of resumed production across multiple aircraft lines following a machinists’ strike, the 777 program now focuses exclusively on the 777X variant, signaling a definitive shift in the company’s production strategy. The 777-300ER’s legacy spans nearly two decades of revolutionary air travel since its 2004 debut. The aircraft transformed long-haul operations with its impressive 7,370 nautical mile range and efficient twin-engine design. Its General Electric GE90 engines set new standards in reliability and fuel efficiency, surpassing its predecessors’ performance metrics. Airlines worldwide embraced the aircraft’s 392-passenger capacity in a standard two-class configuration, which proved optimal for balancing operational costs with passenger comfort on intercontinental routes. The 777-300ER established itself as a cornerstone of global aviation, demonstrating Boeing’s technological prowess and market understanding. 737 MAX 7 and 10 Update By Bhavya Velani January 22, 20255 Boeing has submitted requests to the Federal Aviation Administration (FAA) for temporary regulatory exemptions regarding the stall-management yaw damper system on its 737 Max 7 and Max 10 aircraft models. The aerospace manufacturer filed these requests on January 17, 2025, citing difficulties in meeting enhanced regulatory standards following a system classification change. The exemption requests specifically target the certification process requirements for both aircraft variants and would facilitate the implementation of a planned angle-of-attack system update across all Max models. Boeing’s application, which became public through U.S. government channels on January 21, emphasizes the critical nature of these approvals for advancing the certification timeline of these delayed aircraft models. The stall-management yaw damper, an electronic system responsible for stall warning, identification, and yaw damping functions, previously received a different exemption for the 737 Max 7 in 2023. That earlier exemption addressed lightning and radiation regulations, whereas the current request focuses on system functionality requirements and failure probability standards. Boeing’s certification team maintains that granting these exemptions would expedite customer deliveries of the 737-7 and 737-10 aircraft while enhancing overall safety features. The manufacturer intends to implement improved angle-of-attack system safety measures across the existing Max fleet, pending temporary exemption approval. The aerospace company assures stakeholders that currently operational 737 MAX aircraft remain unaffected by these certification matters. Boeing substantiates its safety claims by highlighting the yaw damper system’s proven track record, citing 250 million flight hours of reliable operation spanning more than 25 years. The company reports that comprehensive testing and review processes for the Max 7 and Max 10 software configurations have confirmed the maintenance of safety and reliability standards. Certification Challenge Reveals Complex Safety Requirements Boeing’s stall-management yaw damper (SMYD) system requires elevation to more stringent safety standards. The system’s classification has shifted from Level B to Level A, indicating an increased recognition of potential failure risks. Under Radio Technical Commission for Aeronautics guidelines, Level A designation applies to systems where failures could prove catastrophic, marking a significant upgrade from the previous Level B classification that only addressed hazardous failures. Boeing acknowledges that its current SMYD system for the Max 7 and Max 10 does not meet these heightened Level A requirements. The manufacturer seeks regulatory relief through October 2028, proposing this timeframe to achieve full compliance and retrofit delivered aircraft. This certification hurdle adds to Boeing’s ongoing challenges with the Max 7 and Max 10 variants, though the full impact of a potential FAA rejection remains uncertain. While all 737 Max variants utilize similar SMYD systems with minor adjustments, the Max 10 introduces an Enhanced Angle of Attack (EAOA) feature. This enhancement, developed in response to previous Max accidents, aims to improve error detection in angle-of-attack data across all Max models. Boeing emphasizes that the requested exemption directly affects its ability to implement these critical EAOA safety improvements across the fleet. The SMYD certification issue emerges amid Boeing’s efforts to resolve earlier system complications. In June 2023, Boeing’s 737 Max development chief project engineer Gary Hamatani identified non-compliance issues regarding radiation and lightning protection standards. The FAA granted Boeing relief from these requirements through early 2027, allowing the company to address these concerns while maintaining development progress. Boeing plans to demonstrate SMYD compliance after securing certification for the Max 7 and Max 10 and completing the AOA enhancement implementation. The manufacturer warns that without the temporary exemption, the deployment of EAOA safety features faces delays, potentially affecting critical safety improvements across the Max fleet. Japan Airlines to apply riblet-shaped coating to international B787 flights By Jean Carmela Lim Edited By Andy Murray January 24, 2025, 14:14 (UTC +3) Note: See important photos and graphics in the original article. Japan Airlines (JAL) is set to apply riblet-shaped coating on its B787-9 aircraft bound for long-haul international flights. Along with Japan Aerospace Exploration Agency (JAXA), industrial paint company O-Well, and Nikon, JAL has been conducting flight tests for the world’s first riblet-shape applied over exterior paint since 2022. Riblets are fine groove structures inspired by the shape of shark skin which reduce water resistance. JAL said that the riblet coating test is one of the efforts it is promoting to contribute toward the decarbonization of the aircraft industry. According to JAL, testing showed that drag reduction rate during cruising is 0.24%, which is expected to result in an annual reduction of approximately 119 tons of fuel consumption and about 381 tons of CO2 emissions. The airline claims this is equivalent to the annual CO2 absorption of approximately 27,000 cedar trees. Moving forward, JAL, along with JAXA and O-Well, will continue to work together to promote decarbonization through riblet coating by validating the durability, aesthetics and fuel efficiency effects of large-scale riblet coating on long haul international flights, as well as expanding the scope of application. The Rolls-Royce Trent 900 Engine A $25 Million Marvel of Modern Engineering Discover the Extraordinary Power, Efficiency, and Innovation Behind One of the World's Most Advanced Aircraft Engines By Iresha Wimalarathna When we think of high-end luxury and performance, Rolls-Royce is a name that immediately comes to mind. The British company is synonymous with precision engineering, premium craftsmanship, and cutting-edge technology. While Rolls-Royce is often associated with luxury automobiles, its contributions to the aviation industry are just as impressive. Among the company’s most outstanding products is the Rolls-Royce Trent 900 engine, an engineering marvel that powers some of the world’s largest and most advanced aircraft. You might be surprised to learn that the Rolls-Royce Trent 900 engine costs around $25 million per engine—yes, that’s a staggering $25 million. And when you consider that the Airbus A380, the world’s largest passenger jet, is equipped with four of these engines, the total price for the engine package alone is over $100 million! This figure may seem astronomical, but once you delve into the technology, power, and efficiency that the Trent 900 delivers, it becomes clear why it is worth every penny. In this article, we will explore the incredible power, efficiency, and innovative design of the Rolls-Royce Trent 900 engine, highlighting why it’s a crucial component for modern aircraft, particularly the Airbus A380, and how Rolls-Royce has cemented its position as a leader in aviation engineering. What is the Rolls-Royce Trent 900 Engine? The Rolls-Royce Trent 900 engine is a turbofan engine designed specifically for the Airbus A380 aircraft. Part of the larger Trent family of engines, the Trent 900 is an advanced powerplant that has been optimized for long-haul flights, offering a combination of power, efficiency, and quiet performance. Rolls-Royce developed the Trent 900 to meet the specific needs of the A380, a giant in the world of commercial aviation that can carry up to 850 passengers on long international flights. The Trent 900 is an important component of the A380’s engineering, delivering more than 70,000 pounds of thrust per engine, enough to propel the aircraft through the sky with ease. However, the high cost of these engines can be attributed to the advanced materials, cutting-edge technologies, and meticulous engineering that goes into creating each one. 1. Incredible Power: Over 70,000 Pounds of Thrust The Rolls-Royce Trent 900 engine is renowned for its sheer power. Each engine produces more than 70,000 pounds of thrust—enough to lift the massive Airbus A380 off the ground and keep it flying at altitudes of over 30,000 feet. To put that into perspective, the A380 weighs about 560,000 pounds (nearly 280 tons) when fully loaded with passengers, cargo, and fuel. The Trent 900 engines provide the necessary power to get this massive aircraft airborne and maintain its speed and altitude during long flights. This incredible thrust is produced through a combination of powerful turbines, advanced fan blades, and high-pressure compressors. The Trent 900’s three-shaft design allows it to achieve an optimal balance of power and efficiency, making it ideal for a wide range of flight conditions. 2. Exceptional Efficiency: Cutting Costs and CO2 Emissions One of the key features of the Rolls-Royce Trent 900 is its exceptional fuel efficiency. In the competitive world of aviation, fuel efficiency is paramount, both to keep operating costs down and to reduce the environmental impact of air travel. The Trent 900 incorporates advanced materials and aerodynamic designs that optimize the engine's performance, ensuring that it consumes less fuel and produces fewer carbon emissions compared to older engine models. The engine’s high bypass ratio, which means a larger proportion of the airflow bypasses the combustion core, helps reduce fuel consumption. Additionally, Rolls-Royce has integrated advanced cooling technologies into the Trent 900 to allow it to perform efficiently at higher temperatures, further enhancing fuel efficiency. The result is a reduction in the operating cost per mile for airlines and a lower environmental footprint for the aviation industry. These efficiencies also translate to fewer carbon emissions, an important consideration as airlines and manufacturers work to meet stricter environmental regulations. As one of the most fuel-efficient engines in its class, the Trent 900 is helping the aviation industry move toward a more sustainable future. 3. Innovative Design: Titanium and Ceramic Coatings The Rolls-Royce Trent 900 engine is a true example of innovation, utilizing some of the most advanced materials and designs available in modern engineering. One of the standout features of the Trent 900 is its use of hollow titanium fan blades. Titanium is an incredibly strong, lightweight material that is well-suited for aerospace applications. The hollow fan blades are not only lightweight but also allow for more efficient airflow through the engine, reducing drag and enhancing overall performance. In addition to titanium fan blades, the Trent 900 incorporates ceramic coatings on various engine components. These coatings are designed to withstand extreme temperatures, ensuring that the engine continues to perform at optimal levels even in the harsh conditions of high-altitude flight. Ceramic materials can endure temperatures that would cause traditional metal components to degrade, making them ideal for applications in jet engines, where temperatures can soar to over 1,000°C (1,832°F) in certain areas. The integration of these advanced materials and coatings is just one example of Rolls-Royce’s commitment to pushing the boundaries of engineering to create the most reliable, efficient, and durable engines possible. 4. Quiet Performance: Reducing Noise Pollution One of the biggest challenges in modern aviation is reducing noise pollution. With the growing number of flights in the sky, noise pollution from aircraft engines has become a major concern for both airports and communities surrounding them. The Rolls-Royce Trent 900 is one of the quietest engines in its class, thanks to its innovative design and advanced noise-reducing technologies. The engine’s fan blades and nacelles (the outer casing of the engine) are specifically designed to minimize noise output. The fan blades have a more efficient shape that reduces the amount of turbulence created during flight, which in turn reduces noise levels. Additionally, the nacelles are designed with acoustic materials and structures that absorb sound and dampen engine noise, making for a quieter experience both inside the cabin and on the ground. This quiet performance not only ensures a more comfortable flight for passengers but also helps airlines comply with stringent noise regulations at airports, particularly in urban areas where noise pollution is a significant concern. 5. Engineering Marvel: Over 20,000 Components Each Rolls-Royce Trent 900 engine is made up of over 20,000 individual components, all meticulously designed, tested, and assembled to ensure maximum performance and reliability. These components include everything from the smallest fasteners to the largest turbine blades, each playing a vital role in the overall functioning of the engine. The sheer complexity of the Trent 900 engine highlights the precision and expertise required in its design and manufacture. Rolls-Royce engineers carefully select and test each material to ensure it meets the highest standards of safety and performance. Additionally, the assembly process itself is highly controlled, with each component being rigorously checked and calibrated before being installed. This level of attention to detail ensures that the Trent 900 engine operates reliably over the course of thousands of flight hours, making it a critical component for the safety and efficiency of the Airbus A380 and other long-haul aircraft it powers. 6. Global Leadership: Rolls-Royce’s Aviation Legacy Rolls-Royce has been a leader in the aviation industry for over a century, and the Trent 900 engine is just one example of the company’s commitment to innovation and excellence. Rolls-Royce powers more than 50% of the world’s long-haul aircraft, including commercial airliners, military jets, and cargo planes. The Trent family of engines, including the Trent 900, is at the forefront of Rolls-Royce’s aviation portfolio, known for its outstanding performance, efficiency, and reliability. As airlines continue to seek ways to reduce operating costs and meet environmental standards, the Rolls-Royce Trent 900 engine remains a key player in the global aviation market, powering some of the world’s most advanced aircraft. Hartzell debuts Carbon Voyager propellers By General Aviation News Staff January 15, 2025 · Leave a Comment Hartzell Propeller’s new three-blade Carbon Voyager propellers have received Supplemental Type Certificate (STC) approval for the Cessna Skywagon fleet. The carbon fiber composite propellers are now available for Cessna 180, 182, 185, 206, and T206 single-engine aircraft equipped with Continental 470-50, 520, and 550 engines. Propeller diameters range from 80 to 86 inches, depending on the application, according to company officials. According to Hartzell officials, the Carbon Voyager represents the next evolution of the metal Voyager propeller, introduced in 2019, which was “purpose-built” for Cessna Skywagon owners. “Manufactured using aerospace-grade carbon fiber composite materials, the Carbon Voyager was specifically engineered to withstand the rigors of backcountry, off-airport operations, providing superior durability against foreign object damage and improved erosion resistance against environmental conditions,” Hartzell officials said. Weighing 54 pounds, the Carbon Voyager is the lightest option on the market –20.8 pounds lighter than its metal counterpart, company officials continued. As with all of Hartzell’s carbon fiber composite propellers, the blades are certified for unlimited life, they added. Additionally, Carbon Voyager propellers feature a 2,400-hour or six-year Time Between Overhaul (TBO) and the warranty extends through the first overhaul. NASA Small Business Funding Enables Aircraft Inspection by Drone Teresa Whiting NASA Armstrong Public Affairs Specialist Jan 13, 2025 A Boeing 777-300ER aircraft is being inspected by one of Near Earth Autonomy’s drones Feb. 2, 2024, at an Emirates Airlines facility in Dubai, United Arab Emirates. Near Earth Autonomy A small business called Near Earth Autonomy developed a time-saving solution using drones for pre-flight checks of commercial airliners through a NASA Small Business Innovation Research (SBIR) program and a partnership with The Boeing Company. Before commercial airliners are deemed safe to fly before each trip, a pre-flight inspection must be completed. This process can take up to four hours, and can involve workers climbing around the plane to check for any issues, which can sometimes result in safety mishaps as well as diagnosis errors. With NASA and Boeing funding to bolster commercial readiness, Near Earth Autonomy developed a drone-enabled solution, under their business unit Proxim, that can fly around a commercial airliner and gather inspection data in less than 30 minutes. The drone can autonomously fly around an aircraft to complete the inspection by following a computer-programmed task card based on the Federal Aviation Administration’s rules for commercial aircraft inspection. The card shows the flight path the drone’s software needs to take, enabling aircraft workers with a new tool to increase safety and efficiency. “NASA has worked with Near Earth Autonomy on autonomous inspection challenges in multiple domains,” says Danette Allen, NASA senior leader for autonomous systems. “We are excited to see this technology spin out to industry to increase efficiencies, safety, and accuracy of the aircraft inspection process for overall public benefit.” The photos collected from the drone are shared and analyzed remotely, which allows experts in the airline maintenance field to support repair decisions faster from any location. New images can be compared to old images to look for cracks, popped rivets, leaks, and other common issues. The user can ask the system to create alerts if an area needs to be inspected again or fails an inspection. Near Earth Autonomy estimates that using drones for aircraft inspection can save the airline industry an average of $10,000 per hour of lost earnings during unplanned time on the ground. Over the last six years, Near Earth Autonomy completed several rounds of test flights with their drone system on Boeing aircraft used by American Airlines and Emirates Airlines. NASA’s Small Business Innovation Research / Small Business Technology Transfer program, managed by the agency’s Space Technology Mission Directorate, aims to bolster American ingenuity by supporting innovative ideas put forth by small businesses to fulfill NASA and industry needs. These research needs are described in annual SBIR solicitations and target technologies that have significant potential for successful commercialization. Small business concerns with 500 or fewer employees, or small businesses partnering with a non-profit research institution such as a university or a research laboratory can apply to participate in the NASA SBIR/STTR program. Boom Supersonic one step from first Mach 1 flight after XB-1 completes 11th test By Ian Molyneaux Edited By Emma Yates-Badley January 13, 2025, 13:12 (UTC +3) Note: See photos and video in the original article. The team at Boom Supersonic are determining whether a 12th test flight of its XB-1 demonstrator is needed before undertaking its first attempt at breaking the speed barrier. On January 10, 2025, XB-1 reached speeds of Mach 0.95 during a 44-minute flight over the Mojave Desert with Chief Test Pilot Tristan “Geppetto” Brandenburg at the controls. The 11th XB-1 test flight also saw the aircraft climb to 29,481 feet as it closes in on supersonic speeds. “The primary objective for Flight 11 was expanding dynamic pressure to 383 KEAS (knots equivalent airspeed)—a higher number than will be experienced during XB-1’s first supersonic flight. This is the highest dynamic pressure the aircraft will ever experience—pushing beyond the anticipated pressure the aircraft will experience at Mach 1.1,” said a spokesperson for Boom Supersonic. According to Boom Supersonic dynamic pressure is essentially how hard the plane is pushing through the air and as the aircraft approaches Mach 1 this becomes a key factor. “Dynamic pressure and Mach number work together to shape the aircraft’s performance. During flight testing, we carefully expand one parameter at a time—either Mach number or dynamic pressure—in order to ensure safe and precise performance. The relationship between these two numbers changes with altitude—the faster and lower you are, the higher the dynamic pressure, and vice versa,” the spokesperson explained. The founder and CEO of Boom Supersonic, Blake Scholl, clearly enjoyed watching the latest test flight. Posting a video, Scholl wrote: “When approaching the speed of sound, parts of the airflow become supersonic. We’d predicted shockwaves at Mach 0.95… and if you look carefully enough, there they are!!” The Boom Supersonic team will now need to decide whether another test flight is needed prior to taking XB-1 to supersonic speeds. “We did have some GPS and radio issues. Team is contemplating one more subsonic flight to ring these out before we go boom,” Scholl wrote. Boom supersonic will carry out a thorough data review of aircraft performance and handling qualities during the test. XB-1 is on track to break the sound barrier in early 2025 FAA Mandates Repairs for Boeing 757 PTU Valve Failures: Cost and Details The FAA has issued a new Airworthiness Directive affecting Boeing 757 models due to failures in the power transfer unit control valve, which could delay landing gear retraction after takeoff. The directive impacts 467 U.S.-registered aircraft and outlines required modifications, with an estimated compliance cost exceeding $3.3 million. Operators must comply by February 14, 2025, or seek approved alternative methods The United States Department of Transportation, through the Federal Aviation Administration (FAA), has issued a new Airworthiness Directive (AD) addressing specific Boeing 757 models. This measure comes in response to several reports of failures in the power transfer unit (PTU) control valve. These failures prevent the valve from opening as commanded, potentially delaying the retraction of the landing gear after takeoff. According to the FAA, this condition increases drag, affects the climb gradient, and compromises the aircraft's ability to clear obstacles during takeoff. The directive applies to the Boeing 757-200, -200PF, -200CB, and -300 series, certified in any operational category. Operators are required to install new relays and modify specific wiring harnesses connected to the PTU control valve. The timeline for compliance is outlined in the Boeing Alert Requirements Bulletin 757–29A0071 RB Estimated Costs The FAA estimates that 467 U.S.-registered aircraft are affected by this directive. The average cost per aircraft is calculated at USD 7,085, which includes USD 3,825 for labor and USD 3,260 for parts. This amounts to a total estimated cost of USD 3,308,695 for all affected U.S. operators. Industry Feedback and Compliance The FAA considered feedback from various organizations, including Boeing, Delta Air Lines, United Airlines, and UPS Airlines. Boeing requested adjustments to the description of the unsafe condition, some of which were accepted. Delta proposed greater flexibility in connector positioning and the use of alternative materials, which was incorporated into the directive. UPS Airlines requested an extension of the compliance deadline due to parts availability issues, but this request was denied. The directive will take effect on February 14, 2025. Operators may submit requests for alternative methods of compliance (AMOCs), subject to FAA approval. Curt Lewis