March 26, 2025 - No. 13 In This Issue : Boeing and FAA Talks on 737 MAX 7 & 10 Stall Management Systems : Airhub Aviation boosts MRO capacity in Lithuania : Joby Aviation and Toyota Electric Air Taxi a Step Closer : GE Aerospace’s $1B investment in US to include its Additive Manufacturing facilities : Blueshift Unveils AeroZero® Lightweight & Thin Thermal Protection Tape for Enhanced Safety in Aerospace Engineering and Design : Patria prepares to complete the construction of the new engine center in Nokia to support Finland’s future F-35A fighter jets Por Redacción -19 Marc : KC-135 Stratotanker Could Fly Past 100 Years in Service : “As Fast as a Meteor”: This Hypersonic Engine Transforms Iron Dome’s Defense Power : FAA Mandates 777 Wing Crack Inspections : New Angle of Attack system introduced : Ask Paul: What should I do with an engine that hasn’t been flown in years? Boeing and FAA Talks on 737 MAX 7 & 10 Stall Management Systems Boeing CEO Brain West said, "Nothing is concluded... Boeing continues to work with the FAA on the SMYD issue." By Sakshi Jain March 21, 2025 Note: See photos in the original article. WASHINGTON– According to Flight Global, Boeing remains uncertain about FAA will respond to its regulatory exemption request for the Stall Management Yaw Damper (SMYD) system on the 737 MAX 7 and MAX 10 aircraft. The aerospace manufacturer submitted the exemption request for both models in January, stating that while the system has proven safe, it does not meet what Boeing described as “increased regulatory expectations.” Boeing-FAA Regulatory Challenges The FAA and Boeing have faced numerous obstacles in the certification process for the 737 Max 7 and Max 10 variants. Following the two fatal crashes involving the 737 Max 8, regulators have implemented significantly stricter certification requirements, scrutinizing every system on the new variants. Boeing has struggled to satisfy these enhanced standards, particularly regarding flight control software and systems integration. “Nothing is concluded… Boeing continues to work with the FAA on the SMYD issue, utilizing “extensive analysis and research to determine the right path forward.” Brian West, Chief Financial Officer, Boeing (stated regarding the SMYD exemption request on March 19) If granted, the exemption would allow the Max 7 and Max 10 to receive FAA certification despite Boeing’s inability to demonstrate that the SMYDs comply with newer, more stringent regulatory requirements for software systems. Boeing 737 MAX 8; Photo- Boeing Boeing 737 Max SMYD System The SMYD systems in the Max 7 and Max 10 support new “enhanced” angle of attack safety features that Boeing plans to implement across all Max variants, including the already-certified Max 8 and Max 9 models. Consequently, certification delays for the Max 7 and Max 10 will also postpone the deployment of these AOA updates to existing models. The enhancement provides aircraft with a “synthetic” AOA sensor to complement the current system, which utilizes two mechanical AOA sensors. Boeing developed these modifications in response to increased regulatory scrutiny following two fatal 737 Max crashes in 2018. Industry Opposition The Air Line Pilots Association (ALPA), International has formally requested that the FAA deny Boeing’s exemption application, arguing that approval would allow the SMYD to operate under less stringent reliability standards than normally required. For Boeing, the certification of these aircraft holds critical importance. Both the 737 Max 7 and Max 10 variants have experienced years of delays, frustrating customers who have placed orders and causing Boeing to lose significant market share to its competitor Airbus. 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 Airhub Aviation boosts MRO capacity in Lithuania • March 21, 2025 • 9:03 am • MRO & Production • Airhub Aviation© Airhub Aviation Airhub Aviation, part of GetJet Aviation Holding, is significantly boosting its operations in response to mounting maintenance capacity shortages across the aviation industry. The Lithuania-based company, known for its expertise in aviation asset management, component trading, and aircraft transitions, has launched new MRO operations at Siauliai International Airport (SQQ), Lithuania. This enhancement comes as the global aircraft fleet is forecast to grow by 28% over the next decade. However, the industry continues to face challenges such as limited maintenance slots and persistent supply chain constraints. Airhub Aviation aims to alleviate this pressure by increasing MRO capacity in the Northern-Eastern European region, positioning itself as the sole provider of new MRO capacity in this area. According to Oleg Novak, CEO of Airhub Aviation, the growing demand stems from a global fleet that is maturing and remaining in service for longer periods. “As the global fleet matures and stays in service longer, maintenance needs are evolving beyond scheduled checks. More lessors, asset owners, and operators are turning to MRO facilities for bigger maintenance scopes, such as second 12-year checks. At Airhub Aviation, we see a growing demand for flexible MRO solutions that go beyond scheduled maintenance, and we are ready to meet that need. Therefore, we are adding MRO capacity in Lithuania,” Novak stated. The new facility enhances the company's capacity to manage aircraft checks and (re)deliveries, aligning with its broader strategy of supporting its owned fleet as well as partner airlines and lessors. Novak further noted, “With aircraft replacement cycles extending and mid-life aircraft in high demand, efficient transitions and technical support are more critical than ever. Our MRO facility allows us to better serve our clients by integrating maintenance into our broader asset management expertise.” Airhub Aviation's first MRO season proved highly successful, completing over 17 maintenance inductions, including seven heavy checks on A320ceo aircraft. The company also supports eight Continuing Airworthiness Management Organisation (CAMO) clients, manages five line stations, and oversees component repair management for over 100 customers. Its client base features notable names such as World Star Aviation, GA Telesis, and TrueNoord, reflecting its growing influence in the sector. Joby Aviation and Toyota Electric Air Taxi a Step Closer By Peter Gutierrez Joby Aviation continues to make progress towards transforming urban mobility, collaborating with automotive giant Toyota on electric vertical takeoff and landing (eVTOL) aircraft. Note: Note: See photo in the original article. This year, the second tranche of Toyota’s recent $500 million investment in Joby Aviation is slated to close, the first tranche having been completed in late 2024. This will bring Toyota’s total commitment to Joby to $894 million. Among other things, the latest investment will support the certification and commercial production of Joby’s eVTOL aircraft. The funding is contingent on regulatory approvals and the establishment of a strategic manufacturing alliance. Joby’s eVTOL aircraft are designed to be quiet, efficient, and sustainable, boasting a range of 150 miles on a single charge and speeds up to 200 mph. They will provide fast, convenient, and eco-friendly transportation, potentially alleviating urban congestion and paving the way for a new era of mobility. Solid backing The partnership between Toyota and Joby began in 2019 through Toyota Ventures, the automaker’s venture capital arm. Since then, Toyota has supported Joby in a variety of ways, going beyond financial backing. Its engineers have been working closely with Joby’s team in California, sharing their broad expertise in manufacturing methods, process planning, and the Toyota production system, aimed and ensuring Joby can scale its operations efficiently while maintaining high-quality standards. Under a long-term agreement signed in 2023, Toyota is also supplying key power train and actuation components. The collaboration has already yielded results, demonstrated by Joby’s recent completion of its third production prototype aircraft, which rolled off the company’s pilot production line in Marina, California in August 2024. The company has also expanded its production facility in California, doubling its footprint at the Marina Municipal Airport. This expansion is expected to support a production rate of 25 aircraft per year and includes the construction of pilot training, flight simulation, and aircraft maintenance facilities. Also in 2024, Joby became the first company to complete the third stage of the five-stage FAA eVTOL type certification process. The company’s efforts to bring its air taxis to market align with Toyota’s broader vision of transforming itself into a mobility company. Tetsuo Ogawa, Operating Officer of Toyota Motor Corporation, has emphasized in various interviews the importance of sustainable, fast, and accessible urban air flight in addressing today’s mobility challenges. The high-flying Joby-Toyota collaboration appears to be propelling that dream towards reality. GE Aerospace’s $1B investment in US to include its Additive Manufacturing facilities Companies & Markets News March 17, 2025 GE Aerospace will add additional Additive Manufacturing machines at its Auburn, Alabama, and West Chester, Ohio, facilities (Courtesy GE Aerospace) GE Aerospace plans to invest nearly $1 billion in its US factories and supply chain to strengthen manufacturing and increase the use of innovative new parts and materials needed for the future of flight. This new investment is nearly double last year’s commitment and will help increase engine safety, quality, and delivery, benefitting more than two dozen communities across 16 states. The company also announced it will hire around 5,000 US workers this year, including both manufacturing and engineering roles. The company’s investments are also scaling the production of innovative parts made from new materials and advanced manufacturing processes that provide engines with more range, power, and efficiency. This includes Additive Manufacturing, as well as ceramic matrix composites (CMCs). CMCs are one-third the weight of traditional materials but can operate at up to 500 degrees hotter, meaning greater power and durability for engines. Among the investments to further scale these technologies include: • $51 million in Auburn, Alabama: Additional AM machines, upgrades to existing equipment and tooling to increase capacity and ensure quality. • $14 million in West Chester, Ohio: Additional AM machine, industrial furnace, and upgrades to facility to increase capacity. • $22 million in Huntsville, Alabama: Additional machines to produce materials that are the building blocks for ceramic matrix composite engine parts. • $20 million in Asheville, North Carolina: Additional equipment to produce ceramic matrix composite engine parts, new inspection equipment, and advanced machines that can shape metal parts to precise specifications. • $11 million in Batesville, Mississippi: Industrial oven, precision measuring tools, high-precision machines, and inspection technology to maintain quality. “Investing in manufacturing and innovation is more critical than ever for the future of our industry and the communities where we operate,” said H Lawrence Culp, Jr, Chairman and CEO of GE Aerospace. “We are committed to helping our customers modernise and expand their fleets while scaling technologies that will truly define the future of flight. Together, this will keep the United States at the forefront of aerospace leadership.” $500 million to expand capacity to strengthen quality and delivery Other investments will include growing capacity and expanding several key sites, especially those that support the production and assembly of the narrowbody CFM LEAP engine, made by CFM International, a 50-50 joint company between GE Aerospace and Safran Aircraft Engines, where deliveries are expected to increase by 15-20% this year. These investments, combined with GE Aerospace’s proprietary lean operating model, Flight Deck, are improving safety, quality, delivery and cycle times. Some of these investments include: • $113 million in Greater Cincinnati: Facility upgrades and additional equipment for several sites in the area that produce, test, and assemble many of the company’s commercial and military engines. • $70 million in Muskegon, Michigan: Breaking ground on an expansion to produce parts for the hot section of the engine. • $16 million in Durham, North Carolina, and $5 million in Lafayette, Indiana: Additional equipment to support the assembly of commercial engines, including LEAP. • $13 million in West Jefferson, North Carolina: Expanding the building to increase production of key parts of the engine. • $200 million investment in military engine production: The company is investing in sites, including Lynn, Massachusetts, and Madisonville, Kentucky, to gear up for the new T901 Black Hawk and Apache helicopter engine and continue producing other military engines. $100+ million for external supplier base The almost $1 billion investment includes $100+ million dedicated to the company’s external supplier base. These investments ensure suppliers are using the newest tools to produce parts, further reducing defects and supply chain constraints. Today’s hiring news builds on the more than 900 engineers and 1,000 new manufacturing workers GE Aerospace hired last year, and $2.3 million in donations from GE Aerospace and its Foundation to more than a dozen communities to support workforce development skills training. Engines made by GE Aerospace and its joint venture partners power three out of every four commercial flights worldwide and two of three US military combat and helicopter aircraft. www.geaerospace.com Blueshift Unveils AeroZero® Lightweight & Thin Thermal Protection Tape for Enhanced Safety in Aerospace Engineering and Design Blueshift Mar 20 2025 Note: See photos and diagrams in the original article. Blueshift, a technology leader in thermal protection systems (TPS), has launched a new series of AeroZero® Tapes for use in aerospace manufacturing and design to mitigate the potentially damaging effects of transient and cycled temperatures on mission critical components and structures. The tape acts as both a thermal and electrical insulation barrier, offering ample protection for extreme thermal environments that characterize spaceflight, Mach speeds, and battery thermal runway. AeroZero® Tapes, already proven in launch vehicles, satellites and electric aircrafts, provide aerospace engineers, product designers, manufacturers, and R&D teams advanced thermal management solutions for critical applications where failure isn’t an option. With their ultra-thin, lightweight, and flexible design, these tapes are ideal for applications where space is limited, and factors like weight reduction, material thickness, safety, and ease of application are critical factors. Tim Burbey, President at Blueshift, says that the thermal protection industry has evolved rapidly in recent times: “As vehicle designers strive to save weight and minimize the footprint of their designs, they face significant challenges that drive the need for innovative solutions. This has led to the development of our next-gen AeroZero® Tapes that unlock new performance possibilities for applications ranging from Low Earth Orbit (LEO) satellites to Advanced Air Mobility (AAM) aircraft.” Blueshift primarily provides AeroZero® Tapes in commercially available formats, offering a range of configuration options to meet specific application needs. Available in various thicknesses and widths, AeroZero Tapes are designed to tackle unique thermal challenges that other tapes on the market cannot. Additionally, the convenient ‘peel-and-stick’ technology streamlines integration and enhances overall production efficiency. “With virtually limitless design possibilities, AeroZero® Tapes help enhance product safety and protect brand reputation,” adds Tim. “Our tapes offer safe and reliable thermal protection for components that require precise, high-performance materials.” Patria prepares to complete the construction of the new engine center in Nokia to support Finland’s future F-35A fighter jets Through an official statement issued earlier this week, Patria announced that the construction of the new engine center in Nokia, designed to support Finland’s future F-35A fighter jets, is progressing as planned and is nearing completion in the European autumn of this year. Notably, it was reported that construction work on one of the facility’s main areas was recently completed, with a corresponding ceremony held on March 14, 2025. Specifically, once fully completed, Patria’s new facilities will enable Helsinki to conduct assembly and maintenance work on Pratt & Whitney’s F135 engines throughout the stealth fighter’s operational lifespan in the Finnish Air Force. Until then, the facilities remain under the management of Puolustuskiinteistöt, the organization responsible for overseeing the Finnish Defense Administration’s properties. Bringing in some official statements, Finland’s Minister of Defense, Antti Häkkänen, emphasized: “The maintenance and support capability for the F135 engines being built in Linnavuori, Nokia, and the resulting expertise in Finland strengthen the military security of supply for the F-35 system. Developing domestic maintenance capabilities helps ensure that the Finnish Air Force’s F-35 fighter engines remain operational under all conditions.” Meanwhile, Petri Hepola, currently serving as the F-35 program director at Patria, stated: “The cooperation in the Linnavuori construction project between all parties has been smooth, and we are progressing as planned. At Patria, we are pleased and proud to jointly build and develop new F-35 capabilities, something we celebrate with today’s ceremony.” It is worth noting that in mid-2024, Patria and Pratt & Whitney signed an agreement allowing this project to move forward, making it one of the most significant achievements in Finland’s defense industry. Specifically, Patria obtained a license to assemble F135 engines from the current year until 2030, after which it will be authorized to carry out repair, assessment, and upgrade work on the units. Finally, it should be mentioned that Finland acquired a total of 64 U.S.-made F-35A stealth fighters, selecting this aircraft model to replace the country’s aging F/A-18 Hornets. With Lockheed Martin working to deliver the first units this year, Finland has not only advanced in the construction of Patria’s facilities but has also moved forward with the procurement of various types of weaponry to equip its new fighters. A notable example is the confirmed purchase of 200 JASSM-ER cruise missiles, a deal approved by the U.S. for a total of $12.5 billion. KC-135 Stratotanker Could Fly Past 100 Years in Service Published on: March 24, 2025 at 1:31 PM Follow Us On Google News Kai Greet Note: See photos in the original article. The U.S. Air Force Air Mobility Command has suggested their KC-135 Stratotanker fleet may serve beyond 2050 with a life extension and upgrade program. Almost 70 years after the type’s first flight, the KC-135 Stratotanker remains the U.S. Air Force’s primary and most numerous aerial refueling aircraft. Now supplemented by the KC-46A Pegasus, which will replace some of the oldest KC-135s, the 179 strong Pegasus order is a long way short of the approximately 376 KC-135s still in service. In addition, the shortfall left by the total retirement of the KC-10A Extender also has to be taken into account. Contents • The U.S. Air Force Air Mobility Command has suggested their KC-135 Stratotanker fleet may serve beyond 2050 with a life extension and upgrade program. • Special Missions Currently, the Stratotanker fleet’s stated retirement date is 2050, by which time many of the aircraft in service today would be well past their 90th year. The youngest airframe, 64-14840, would be 85 years old. A 909th ARS KC-135R Stratotanker refuels F-16 Fighting Falcons near Guam during Exercise Cope North 2020. (U.S. Air Force photo by Senior Airman Gracie Lee) Studies are currently ongoing to assess the need for new tankers both in the short term and in the long term, with the latter, the Next Generation Air Refueling System (NGAS), investigating the possibility of a stealthy tanker design. If NGAS were to proceed, it would still be many years before the first of the type enters operational service, and even longer before a significant number could be delivered. According to an Air Mobility Command (AMC) spokesperson, these studies “will determine if there’s a need to extend the service life of the KC-135 beyond its currently planned 2050 sunset. If extended, the fleet will likely undergo major modifications and enhancements”. Since entering service, the KC-135 fleet has already received a significant amount of upgrades and refurbishment programs. Three variants of the KC-135 are currently in operational service with the U.S. Air Force: the KC-135R makes up the bulk of the fleet, while the former SR-71 Blackbird-specialized KC-135Q tankers are now designated KC-135T and still have the ability to isolate some of their tanks from the jet’s own fuel supply. Finally, the KC-135RT is a rare special operations-focused variant that adds the capability for the aircraft itself to be refueled in the air. These aircraft are operated by the 22nd Operations Group Special Operations Air Refueling (SOAR) division (not to be confused with the U.S. Army 160th Special Operations Aviation Regiment). Along with the unit’s other tankers, the KC-135RTs are also outfitted with additional communications equipment and their crews train extensively for operating at night and under strict radio silence procedures. Rare view of a KC-135RT Stratotanker receiving fuel from another KC-135. (U.S. Air Force/Staff Sgt. Rachel Waller) Whether or not we will see more KC-135 designations in the future to denote upgraded airframes, like with the B-52H to B-52J modernization, remains to be seen. Importantly, unlike the B-52, the final KC-135s to use the TF33 engine were retired in 2009 with all aircraft currently in USAF service instead using the more modern high bypass turbofan CFM56 (F108 in USAF service) engine. This same engine is widely used in the civilian world on Boeing 737s and Airbus A320 airliners, meaning there is a more than sufficient supply of spares and technical knowledge available. Retirement of portions of the overall Stratotanker force as more KC-46s are delivered will add to the already large supply of spares, though significant issues with the new tanker may force some aircraft to soldier on for longer than expected. Deliveries of the KC-46 are presently halted due to cracks discovered on aircraft being prepared for delivery. KC-46A Pegasus tankers performing an ‘elephant walk’ in 2021. (U.S. Air National Guard Photo by Senior Master Sgt. Timm Huffman) The bridge tanker program, which is intended to ensure tanker availability in the short to medium term with a planned buy of 75 airframes, is yet to have an aircraft selected. The KC-46 would, in theory, be the obvious choice, but the ongoing issues are sure to have dissuaded Air Force planners. The KC-46’s primary competitor in the global market is Airbus’ A330 MRTT, which was originally chosen by the U.S. Air Force as the KC-45 before a successful protest was lodged by Boeing. It looks unlikely that Airbus and partner Lockheed Martin will offer the aircraft for this contract, leaving the Air Force very short of alternatives. An L3Harris proposal to develop a tanker variant of the C-390 Millennium with Embraer for the USAF has also been canceled. Special Missions The KC-135 is one of several aircraft types in the USAF inventory that use the C-135 Stratolifter airframe. Notably, though it shares a common ancestor with the Boeing 707 on which the E-3 Sentry and E-6 Mercury are based, the C-135 is in fact a different airframe altogether. The most numerous and most famous non-tanker C-135 variant still in USAF service is the RC-135. RC-135V/W Rivet Joints are the USAF’s primary manned signals intelligence (SIGINT) platform and make up most of the RC-135 force. There is also the RC-135S Cobra Ball, which is dedicated to gathering measurement and signature intelligence (MASINT) on ballistic missile launches, as well as the RC-135U Combat Sent which is specialized for intercepting and analyzing radar emissions. The RC-135 force is supported by a small collection of TC-135Ws which outwardly appear like RC-135s but are instead used for crew training. An RC-135W Rivet Joint is refueled by a KC-135R Stratotanker while a Norwegian Air Force F-35A Lightning II flies in the foreground. (Courtesy photo via U.S. Air Force) Three WC-135R Constant Phoenix ‘nuke sniffer’ aircraft are used to take atmospheric samples and monitor for radioactive isotopes that could be released by secret nuclear weapons testing. WC-135s can also be used to monitor releases of radiation from nuclear power plants, and were deployed to gather samples during both the Chernobyl and Fukushima nuclear disasters. No immediate plans exist for the replacement of any of these special mission C-135 variants, and in fact the two WC-135R aircraft have only recently entered service to replace ageing WC-135Cs. They were converted from KC-135R airframes. With the complex nature of procurement, and the even more complex nature of constructing an airframe for intelligence missions, it is certainly possible that these distinctive white and grey aircraft might join their tanker cousins in celebrating their 100th anniversaries in the decades to come. “As Fast as a Meteor”: This Hypersonic Engine Transforms Iron Dome’s Defense Power In a groundbreaking move set to redefine national defense capabilities, Ursa Major has unveiled its cutting-edge Draper engine, poised to bolster the United States' missile defense systems with unprecedented speed and efficiency. March 22, 2025 at 11:06 AM Amina Lang The Draper engine by Ursa Major, a pioneering advancement in missile defense technology, poised to enhance national security capabilities. • IN A NUTSHELL🚀 Ursa Major introduces the Draper engine, a revolutionary technology for missile defense. • 🤝 Strategic collaborations with US agencies and contractors are accelerating the engine’s development. • 🛡️ The Draper engine is integral to the ambitious Iron Dome initiative, enhancing national security. • 🔧 Its non-cryogenic fuel and versatile applications promise a new era for both military and commercial space sectors. • In the realm of defense technologies, the race to innovate is relentless. With the increasing complexity of global threats, the need for advanced missile defense systems has become more urgent than ever. Enter Ursa Major, a pioneering rocket engine manufacturer that has recently made headlines with its groundbreaking Draper engine. This engine, boasting a non-cryogenic fuel, promises to redefine missile defense capabilities, particularly in the context of the ambitious Iron Dome initiative in the United States. As geopolitical tensions rise, the deployment of such advanced technologies could be a game-changer in maintaining national security. The Evolution of Missile Defense Technology The development of missile defense systems has evolved significantly over the past few decades, driven by the need to counteract sophisticated aerial threats. Traditionally, such systems relied heavily on solid rocket motors, favored for their ease of storage and rapid deployment capabilities. However, these engines often lacked the performance and maneuverability required to intercept advanced missiles. Ursa Major aims to bridge this gap with its innovative Draper engine. The Draper engine utilizes a non-cryogenic kerosene peroxide fuel that remains liquid at room temperature, offering a unique combination of convenience and power. This development comes at a crucial time, as the United States seeks to enhance its defense infrastructure under the guidance of the Trump administration’s Iron Dome initiative. By leveraging both private and public sector expertise, the initiative aims to create a next-generation missile defense shield capable of neutralizing threats during their boost phase. The Draper engine is poised to play a pivotal role in achieving this ambitious goal, thanks to its advanced propulsion technology and versatile application potential. Ursa Major’s Strategic Collaborations Ursa Major’s journey to revolutionize missile defense has been marked by strategic collaborations with key players in the defense sector. In 2023, the US Air Force awarded the company a significant contract to develop its Draper and Arroway engines, signaling strong institutional support for their innovative approach. Ursa Major’s founder and CEO, Joe Laurienti, has emphasized the Draper engine’s potential to enhance America’s counter-hypersonic capabilities, thanks to its on-demand launch functionality and superior maneuverability. The company’s commitment to collaboration extends beyond government contracts. Ursa Major is actively working with military contractors to ensure that the Draper engine can be seamlessly integrated into existing defense systems. This collaborative approach not only accelerates the development process but also ensures that the engine meets the rigorous standards required for military applications. As Ursa Major continues its journey, the successful completion of its hot fire test campaign marks a crucial milestone, paving the way for the next phase: flight tests. FAA Mandates 777 Wing Crack Inspections The agency issued a new airworthiness directive on Wednesday. March 19, 2025 12:10 pm ET By Ryan Ewing The Federal Aviation Administration has issued a new airworthiness directive (AD) for Boeing 777 aircraft to address potential wing cracking issues. The directive, which goes into effect on April 23, applies to all Boeing 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by the discovery of a 5-inch crack on the upper wing skin of a 777’s right wing. The agency noted that undetected upper wing skin cracks could compromise the airplane’s structural integrity, potentially leading to loss of control. To address this issue, the AD requires airlines to conduct repetitive inspections of the upper wing skin near certain fasteners. Specifically, it mandates open-hole high-frequency eddy current inspections instead of the ultrasonic inspections originally proposed. This change came after Boeing reported two instances where cracks were initiated in some fasteners, which were only detected due to repairs on adjacent fasteners. Airlines must follow the procedures outlined in a July 2023 bulletin from Boeing to carry out the inspections. The FAA estimates that complying with this AD will cost U.S. operators approximately $1,576,240 per inspection cycle, based on a fleet of 323 affected aircraft. If cracks are found during inspections, operators must repair them before further flight using FAA-approved methods. The FAA emphasized that the AD is necessary to prevent a situation in which the wing structure could fail to sustain required loads, which could lead to loss of control of the airplane. While some carriers – including United and American – requested extended compliance times or limitations on which aircraft require inspection, the FAA maintained its position on the urgency and scope of the directive based on fleetwide crack report data. New Angle of Attack system introduced By General Aviation News Staff March 18, 2025 Note: See photos in the original article. Holy Micro! has introduced Absolute AoA, a new Angle of Attack (AoA) system. Officials with the company, which also produces the SkyVoice Alert 500, SkyVoice Glassy Guide 400, and SkyVoice Glassy Guide 400 Portable, note the FAA has emphasized the critical role of Angle of Attack (AoA) alerting systems in improving aviation safety. “In its Special Airworthiness Information Bulletin (SAIB: 2024-07), the FAA highlights that AoA indicators significantly enhance situational awareness, helping pilots avoid stalls and loss-of-control incidents,” officials noted. “These systems are particularly vital during takeoff, landing, and low-speed maneuvers, when the risk of aerodynamic stall is greatest.” According to company officials, the Absolute AoA offers “real-time, accurate Angle of Attack data for all phases of flight — takeoff, climb, cruise, and landing — enhancing safety, efficiency, and pilot confidence far beyond just stall prevention.” Utilizing multiple sensors, the system calculates and calibrates a normalized pressure ratio, an accurate method validated through extensive studies and flight tests, company official explained. “This technology ensures dependable AoA indications, unaffected by density altitude, loading conditions, or flap settings,” company officials said. “As a result, pilots receive accurate data not just near stall speed, but also across key V-speeds including Vx, Vy, Va, and Best Glide.” Absolute AoA also integrates LiDAR technology that automatically detects flap position and landing configuration without requiring any physical connection to the flap system. This feature enhances the system’s accuracy during takeoff, approach and landing, providing seamless adjustments as the aircraft’s configuration changes, company officials explained. Pilots and installers can choose between a wireless option, completed in under one hour, or a wired option that typically takes three to four hours using existing inspection plates under the wing, according to company officials. The wireless option can take power from the aircraft’s wing or navigation lights, reducing installation time, officials added. For display, Absolute AoA provides multiple customizable options, including 2.2-inch, 2.4-inch, 2.8-inch and bar-style touch displays, offering real-time visual feedback to enhance situational awareness. The product, which is priced at $2,400, is patent pending and FAA NORSEE approval in progress, officials added. Pre-orders are being accepted now at HolyMicro.com For more information: HolyMicro.com Ask Paul: What should I do with an engine that hasn’t been flown in years? By Paul McBride March 19, 2025 A mechanic conducts field maintenance on a 1956 Cessna 172. (Photo by AHunt) Question for Paul McBride, the General Aviation News engines expert: I bought an airplane in the summer of 2022 and have not been able to pick it up yet due to a lot of work and a rusty pilot situation. This aircraft has been sitting outside in New Hampshire. The mechanic ran it once about a year ago and sprayed the cylinders with Marvel Mystery Oil. I plan on retrieving the plane after I do the annual sometime in May. As I’m not very familiar with a flat engine, but here are my thoughts, concerns and proposed actions: 1. I would like to pre-oil the engine with some hot oil but I don’t know if it has a pre-oil port or where it is located. 2. I would like to take a cylinder or two off to check the tappets and cam and if they are OK, liberally oil them by hand and brush, and maybe the cylinder walls on the crank side of the cylinders that were not removed. 3. Remove all rocker covers and oil mechanisms liberally. 4. Remove the spark plugs and oil mist cylinders through the spark plug holes. 5. Possibly lubricate the crank shaft where it exits the case with 10W oil to possibly lube the seal. 6. Is there a way I can lube the accessory section gears, bearings, etc? 7. After the pre-oil and lubrication of parts, I plan on removing the spark plugs, then rotating the prop by hand about 6 blades, then motoring the engine until I see a rise in oil pressure, then continue for about 30 seconds then stop. 8. Paul, what do you think of the above actions? I’m also thinking of changing the fuel pump. Can I put on a newer style pump or does it have to be the original style? The original pump has 1,801 hours and has never been overhauled. I’m also thinking of changing the carburetor. The engine has Slick mags. Oil is Phillips 20W-50. What do you think? What would you do and how would you approach this situation? Tony Wiser Paul’s Answer So, you bought an airplane in the summer of 2022 and have not been able to pick it up yet, and now you’ve got some questions. I guess that makes us even then, because I’ve got some questions too. My first question is whether you’ve reviewed the past maintenance history of this aircraft? Hopefully, the logbooks will be well detailed and provide information about how this aircraft has been operated and maintained. As you know, extended periods of inactivity are one of the worst things for any mechanical device, so check the history closely to see what it tells you. As an example, infrequent oil and filter changes could be a bad sign and possibly serve as a warning as to what you may find when you are actually inspecting the engine. The idea of pre-oiling any Lycoming engine won’t accomplish what you think it might. Pre-oiling is only going to provide the warm oil that you intend to use to go only to the areas that receive pressure oil. This is fine because that will do all of the main and connecting rod bearings and also the camshaft bearings. The big problem here is that it will not lubricate the critical area between the tappet body and the camshaft lobe since this area is only lubricated by splash oil when the engine is running. By the way, there is no pre-oil port on the engine. So, let’s look at some of the other things that might be considered suitable to get the engine ready for being returned to service. I’m not happy that the mechanic ran it up about a year ago because ground run-ups are not sufficient to bring the oil temperature up high enough to boil off the contaminates in the oil, but that’s water over the dam, so we can still proceed to make certain the engine is fit for service. Your idea of removing two cylinders is a step in the right direction. My suggestion would be to do a close visual inspection of each cylinder using a borescope. Depending on what you find — and I suspect that you’ll find corrosion in the cylinders — I would remove the two cylinders showing the most corrosion or, preferably, the #1 cylinder, which is the right front as seen from the pilot’s seat, and the #4 cylinder, which is the rear cylinder on the left side of the engine. This will provide you with an opportunity to visually inspect the cam and tappet surfaces for any signs of corrosion or pitting on either surface. Needless to say, should you find corrosion in this area, then your decision is made for you, and you can prepare to spend some money. Let me back up a bit and make a few suggestions assuming you don’t find corrosion in the cylinders. When removing the cylinders, I’d recommend that the mechanic pull the cylinders off, but do not pull the piston out of the cylinder. Just remove the cylinder far enough to enable the removal of the piston plugs and piston pin. My reason for suggesting this is because if you remove the piston from the cylinder and find the engine can be continued in service, you’ll have to hone any of the cylinders where the piston was removed and install new piston rings. Let me cut to the chase. I don’t find anything on your list that I can find any real fault with, but to be honest, I think what you mentioned is way overboard — unless you know something that you failed to mention. I see no reason to replace the fuel pump or the carburetor until you’ve actually completed the things mentioned previously. Your mechanic will be your best source of information and if you are unsure of the local mechanic and his expertise, then inquire about someone who is familiar with the make and model of the aircraft and get him to do the inspection. Spending a little money this way may save you a lot of money later on. Once you’ve confirmed that the engine in not full of corrosion and everything is reinstalled, then you can pre-oil the engine by motoring it through using the battery with mag switches off. Pulling the prop through by hand will do no good because it can’t be done fast enough for the oil pump to provide enough pressure to move the oil through the engine. From reading about your situation and checking your list, I believe you have enough common sense to work through this challenge and will do everything possible to see that this aircraft can be safely returned to service. I wish you good luck and many happy hours of fun in your new aircraft. About Paul McBride Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to askpaul@generalaviationnews.com. Curt Lewis