August 23, 2023 - No. 035 In This Issue : US FAA issues 30-day inspection mandate for Pratt & Whitney turbofan engines on Airbus jets: Report : Four Boeing 787 Diversions in Hong Kong Due to Software Issue : Boeing MD-90 arrives in California for New Truss-Braced Wing Modification : Energy-saving airlift prototype to be built by JetZero for Air Force : Raisbeck Engineering Introduces New STC for Dual Aft Body Strakes on Cessna Caravan 208B. : Ctrl-Alt-Del: How To Reboot An Airplane : B-17E “Desert Rat” Restoration Update US FAA issues 30-day inspection mandate for Pratt & Whitney turbofan engines on Airbus jets: Report Last month, Pratt & Whitney parent RTX Corp said that a “rare condition” in powdered metal meant that 1,200 of more than 3,000 engines, built for the twin-engined Airbus A320neo aircraft between 2015 and 2021, might have to be removed and inspected for micro cracks The move by FAA affects 20 engines on U.S.-registered aircraft and 202 engines worldwide • Business Today DeskAug 19, 2023, • Updated Aug 19, 2023, 11:43 AM IST • FAA stated that it will require some users of Pratt & Whitney's geared turbofan engine to conduct inspections within 30 days • The agency said that if the disks show signs of fatigue, they must be replaced before further flight • Earlier this year, crisis-hit carrier Go First, that had filed for voluntary insolvency proceedings, had blamed engine maker Pratt & Whitney for its situation The Federal Aviation Administration on Friday stated that it will require some users of Pratt & Whitney's geared turbofan engine to conduct inspections within 30 days to prevent a part failure that could damage the airplane, Reuters reported. Last month, Pratt & Whitney parent RTX Corp said that a “rare condition” in powdered metal meant that 1,200 of more than 3,000 engines, built for the twin-engined Airbus A320neo aircraft between 2015 and 2021, might have to be removed and inspected for micro cracks. The FAA, in an airworthiness directive published on Friday, said it will require an ultrasonic inspection of the first- and second-stage high-pressure turbine disks within 30 days, the Reuters report stated. The agency said that if the disks show signs of fatigue, they must be replaced before further flight. The directive is effective immediately. The move by FAA affects 20 engines on U.S.-registered aircraft and 202 engines worldwide. In December 2022, an incident took place where a failure of the GTF's high-pressure compressor resulted in an aborted takeoff. Following this, RTX conducted analysis that found the disks were more susceptible to failure "much earlier" than previously believed, the airworthiness directive said. Pratt & Whitney issued an instruction to operators on August 4 to expedite inspections of the disks. Earlier this year, crisis-hit carrier Go First, that had filed for voluntary insolvency proceedings, had blamed engine maker Pratt & Whitney for its situation. “Go First has had to take this step due to the ever-increasing number of failing engines supplied by Pratt & Whitney’s International Aero Engines, LLC, which has resulted in Go First having to ground 25 aircraft (equivalent to approximately 50 per cent of its Airbus A320neo aircraft fleet) as of 1 May 2023,” said the airline in a statement. “The percentage of grounded aircraft due to Pratt & Whitney’s faulty engines has grown from 7 per cent in December 2019 to 31 per cent in December 2020 to 50 per cent in December 2022. This is despite Pratt & Whitney making several ongoing assurances over the years, which it has repeatedly failed to meet,” it added. Four Boeing 787 Diversions in Hong Kong Due to Software Issue Boeing has developed a software solution to rectify this anomaly BY BHAVYA VELANI August 14, 2023 Aviation Incident/Accident, Boeing, International Aviation News, News ASIA- Hong Kong investigators have concluded that flightpath deviations in 2019 were caused by a software problem within several Boeing 787 autopilot flight-director systems. The Air Accident Investigation Authority (AAIA) of Hong Kong has published its final reports on four incidents, revealing that during ILS approaches to Hong Kong International Airport, the affected aircraft veered away from the intended localizer courses. Boeing 787 Hong Kong Diversions Report Between July and October, a series of four incidents involving Boeing 787 aircraft operated by Virgin Atlantic (VS), Etihad Airways (EY), and Ethiopian Airlines (ET) occurred, reports FlightGlobal. During their approach to runway 25R at Hong Kong International Airport, these aircraft, which were on autopilot, deviated from their designated flight paths, veering towards northern terrain and overshooting their intended headings. The Air Accident Investigation Authority (AAIA) investigation in Hong Kong also revealed that three of the 787 aircraft descended below the minimum sector altitude. Two of these (operated by Virgin Atlantic and Ethiopian Airlines) were instructed to execute a go-around procedure. It’s noteworthy that runway 25R is currently closed due to ongoing airport expansion work and has been renumbered as the center runway 25C/07C since 2021. In each of the four incidents, the flight crews disengaged the autopilot and took manual control to land the aircraft in Hong Kong safely. The AAIA report stated that there were no activations of enhanced ground proximity warning systems during these incidents, and fortunately, no injuries or damage to the aircraft were reported. Autopilot Director System Issue and Fix The likely cause of these incidents, as identified by the AAIA, was related to issues with the autopilot flight-director systems. Subsequently, Boeing has developed a software solution to rectify this anomaly. The initial occurrence happened on July 18, 2019, involving an Ethiopian Airlines Boeing 787-8 (registration ET-ASG) on flight ET645 from Manila. The subsequent incident occurred on September 7 and involved an Etihad Airways Boeing 787-9 (registration A6-BLF), operating flight EY834 from Abu Dhabi. Following this, two additional incidents involving Virgin Atlantic Boeing 787-9 aircraft (registrations G-VBOW and G-VOWS) occurred within a few weeks of each other. In July 2022, the International Federation of Air Line Pilots’ Associations (IFALPA) issued a cautionary note urging flight crews to exercise vigilance when conducting approaches to Hong Kong’s new third runway. This advisory was due to potential weather-related effects and the close proximity of terrain. Stay tuned with us. Further, follow us on social media for the latest updates. Boeing MD-90 arrives in California for New Truss-Braced Wing Modification Officials from NASA and Boeing commemorate a significant achievement in the experimental aircraft project with a concentrated emphasis on sustainable aviation. BY BHAVYA VELANI August 19, 2023 Aerospace, Boeing, News, USA Aviation News Note: Important photos and graphics in the original article. CALIFORNIA- US Aerospace giant, Boeing, has transported an MD-90 aircraft to the designated location where it will undergo modifications for testing the Transonic Truss-Braced Wing (TTBW) configuration as a pivotal element of NASA’s Sustainable Flight Demonstrator initiative. In a gathering attended by Boeing, NASA representatives, and local leaders at the company’s facility, a significant step in the development of the experimental X-66A aircraft was celebrated. Boeing MD-90 X-66A Truss-Braced Wing The X-66A marks NASA’s inaugural experimental aircraft designed to contribute to the United States’ objective of achieving aviation greenhouse gas emissions neutrality. The upcoming phase of modifications is set to commence shortly, followed by ground and flight testing, slated for initiation in 2028. Todd Citron, Chief Technology Officer at Boeing, stated, “This signifies a significant stride within the framework of the Sustainable Flight Demonstrator initiative, underlining Boeing’s resolute dedication to sustainability and propelling us closer to the forthcoming stages of testing and validating the Transonic Truss-Braced Wing (TTBW) design.” The TTBW configuration involves ultrathin wings that are reinforced by struts featuring extended spans and higher-aspect ratios. This innovative design, combined with anticipated technological advancements, has the potential to usher in fuel consumption and emissions reductions of up to 30%. The collaborative efforts of Boeing and NASA, which have spanned over a decade through the Subsonic Ultra Green Aircraft Research (SUGAR) Program, have laid the foundation for this breakthrough. Image: Meet X-66A, Twitter Remarks by Administrator and Congressman Ed Waggoner, Deputy Associate Administrator for Programs within the NASA Aeronautics Research Mission Directorate, expressed enthusiasm about the partnership, stating, “At NASA, we are thrilled to collaborate with Boeing on the X-66A Sustainable Flight Demonstrator, a vital endeavor that will play a crucial role in hastening aviation’s progress toward achieving its net-zero greenhouse gas emission target by 2050.” Congressman Mike Garcia (CA-27) emphasized the historical significance of this initiative within the Aerospace Valley, acknowledging its longstanding role as an epicenter for aerospace innovation. He underscored the appropriateness of Palmdale as the project’s hub due to its proficient workforce and well-equipped infrastructure, making it an ideal locale for this pivotal endeavor. US Airlines to Support this Initiative US Aerospace giant Boeing and leading space research organization NASA have joined forces with major US airlines to work on the Sustainable Flight Demonstrator (SFD) project and the development of the revolutionary X-66A research aircraft. In an effort to advance aviation sustainability, Alaska Airlines (AS), American Airlines (AA), Delta Air Lines (DL), Southwest Airlines (WN), and United Airlines (UA) will actively participate in providing valuable insights. This includes services and insights on operational efficiencies, maintenance, handling characteristics, and airport compatibility for the new X-66A aircraft. NASA and Boeing took the opportunity at the EAA AirVenture Oshkosh to unveil the impressive new livery for the X-66A aircraft. Subsequently, marking a significant step towards achieving net-zero aviation greenhouse gas emissions. This innovative project aims to reduce fuel consumption and emissions significantly. Further, it has the potential to reduce it by up to 30% compared to the current domestic fleet of airplanes. With the combined advancements in propulsion systems, materials, and systems architecture, the X-66A will pave the way toward a greener future for aviation. Stay tuned with us. Further, follow us on social media for the latest updates. Energy-saving airlift prototype to be built by JetZero for Air Force By Rachel S. Cohen Wednesday, Aug 16 A rendering of the blended wing body prototype aircraft. On Aug. 16, the Department of the Air Force selected JetZero to build and fly a blended wing body prototype aircraft in 2027. The effort aims to mature the technology and demonstrate its capabilities, giving the department and commercial industry more options for future air platforms. (Air Force graphic) JetZero, an aerospace startup focused on fuel-efficient jets, will build and fly a sleek new prototype aircraft that could one day join the Air Force’s mobility fleet, the service announced Wednesday. The Z-5 airframe — a blended wing body design with an oblong fuselage and long, skinny wings that looks more like a B-2 Spirit bomber than it does a Boeing 747 — was chosen over one other competitor in a yearlong contest led by the Pentagon’s Defense Innovation Unit. JetZero will ready a full-scale prototype for its first flight in 2027. The decision marks a new milestone in aircraft design and offers a glimpse into a more capable, greener future for the Air Force inventory. Service officials praised the offering as a key development that will position the U.S. military to outpace Chinese technology and outmaneuver its forces in a potential conflict. “We’re going into this new area where it’s all about bringing capabilities … to the Air Force, the warfighter [and] the commercial space,” JetZero Chief Executive Officer Tom O’Leary said at an Air and Space Forces Association event to unveil the plan. The Pentagon’s renewed focus on the Pacific as its top priority has placed a premium on assets that can travel farther and faster without breaking the bank. Cargo and tanker aircraft are expected to fly into harm’s way more often, spurring the military and defense industry to reimagine the large, slow platforms for contested areas. And the sooner that mobility assets can reach their destination, the more flexibility it gives the rest of the joint force on the battlefield. “Greater range increases lethality. Fuel efficiency conserves our energy resources and allows us to generate more sorties,” said Ravi Chaudhary, the Air Force’s assistant secretary for energy, installations and environment. “In an era in which installations will no longer be the sanctuary they were in previous conflicts, this capability is going to be critical.” The service last summer described blended wing body design as “one of the single most impactful technology opportunities for future U.S. Air Force aircraft.” That approach flattens a traditional tube fuselage into a more aerodynamic, somewhat triangular shape to carry payloads where the wing meets the body and be less visible on radar. The comparatively lighter design could be around 50% more efficient than a traditional mobility aircraft and able to travel twice as far — a goal that, if achieved, could substantially shrink one of the Air Force’s significant annual expenses as well as its environmental footprint. Air Force aircraft and bases guzzle around 2 billion gallons of fuel, costing many billions of dollars, each year. JetZero’s partnership with Northrop Grumman on the Z-5 has received $40 million in government funds in fiscal 2023, Chaudhary said. The military will put $235 million toward the initiative through 2026, plus more from private investors. If flight tests are successful, Air Force officials may consider a version of the JetZero aircraft to replace the C-5 and C-17 transport aircraft or to follow the KC-46 tanker. Chaudhary said the Air Force will simultaneously build up the supply chain and other logistics it needs to transition the prototype to a full-fledged program, if the service taps it to make the jump into real-world operations. But Maj. Gen. Albert Miller, Air Mobility Command’s director for strategy and plans, cautioned against viewing the jet as the sole solution for the Air Force’s next-generation airlift and air refueling programs. At the least, it could offer a new perspective on the fuel efficiency and stealth qualities that workhorse aircraft will need in the future, he said. The Air Force said in a press release the same day that “several military transport configurations are possible” using blended wing body aircraft. Officials also hailed its potential applications for commercial air travel as well. “This project is a win-win for the commercial industry as well as for the DoD,” Air Force Secretary Frank Kendall said. “This is going to be a pathfinder project that’s going to make a big difference.” Raisbeck Engineering Introduces New STC for Dual Aft Body Strakes on Cessna Caravan 208B NEWS PROVIDED BY Raisbeck Engineering 16 Aug, 2023, 10:00 ET SEATTLE, Aug. 16, 2023 /PRNewswire/ -- Raisbeck Engineering, a leading innovator in aircraft performance enhancements, is proud to announce the issuance of a Supplemental Type Certificate (STC) SA02741SE for the installation of dual aft body strakes on the Cessna Caravan 208B. This enhancement is designed to optimize the aircraft's aerodynamics, further improving its overall performance and operational capabilities. The Cessna Caravan 208B, a versatile workhorse in the field of regional and utility aviation, has already demonstrated its prowess in various mission profiles. With the introduction of Raisbeck Engineering's new STC, the aircraft's performance envelope is set to expand, benefiting operators across the globe. "Our dual aft body strakes smooth the airflow from the cargo pod and forward fuselage, improving directional stability and pilot control. I like to say they make the tail follow the nose. But that is not all, in addition to the improved lateral stability, our Dual Aft Body Strakes reduce drag, improving cruise performance. The last thing I should point out is that this STC allows operators to build our EPIC Caravan incrementally, adding the strakes first followed by the forward cargo pod fairing later," said Hal Chrisman, President at Raisbeck Engineering. The new dual aft body strakes for the Cessna Caravan 208B are available immediately, interested operators are encouraged to reach out to their Raisbeck representative for more information on installation procedures and pricing. Raisbeck Engineering is a renowned leader in aircraft performance improvements. With a rich history of innovation, Raisbeck Engineering develops and certifies modifications for a wide range of aircraft, enhancing their capabilities, efficiency, and overall performance. For more information, please visit https://raisbeck.com. Acorn Growth Companies (AGC) is a middle market private equity firm focused exclusively on Aerospace, Defense, Space, and Intelligence. Acorn invests solely in operating companies that strive to enhance global mobility and protect national interests. Acorn has a formidable reputation in the industry and is recognized for its deep understanding of the Aerospace, Defense, Space, and Intelligence markets, with proprietary access to the best companies within these sectors. With operational expertise and its ability to lead and manage investments through variable economic and industry cycles, Acorn works in tandem with management to build its portfolio companies into significant market leaders. More information can be found at AcornGrowthCompanies.com. Ctrl-Alt-Del: How To Reboot An Airplane James Albright August 15, 2023 If you are the head Information Technology officer for your company, your flight department, or even your family, you will no doubt have memorized your response to most computer related anomalies: “Have you tried turning it off and then on again?” Nine times out of 10, this will solve the problem for the misbehaving computer, laptop, iPad, phone, or airplane. Airplane? The first piece of computerized kit I remember in any airplane was a flight director that was connected to the navigation receiver, allowing steering bar commands to maintain a VOR or ILS course, as well as the ILS glide path. At best, it was a computer hooked up to analog signals. If it didn’t work, the solution was to turn the flight director off and then on again. Even if we didn’t know it, we were essentially rebooting the computer. These days, we have hundreds (if not thousands) of computers tied into other computers. Aircraft are designed from the ground up with a holistic approach to all this; we rarely have an avionics component with an on/off switch. Most simply turn on when the aircraft batteries or other power sources come alive. Rebooting a single component, if at all possible, may require pulling and resetting one or more circuit breakers. Why Are Reboots Necessary? Desktop and laptop computers, tablet computers, and even your smart phones can slow down and even stop working when they have too many applications running at the same time. The computer in question simply runs out of “thinking” memory and can go no further. In some cases, closing unneeded applications will cure the ailment. But this doesn’t always work, because some of these applications do a less than thorough job of giving the memory back. This might explain problems with your tablet computer, but what about your airplane’s other computers? Every piece of computer hardware in your airplane has corresponding software that either resides on memory storage devices or gets loaded from another computer. All of this relies on lines of computer code that can number in the millions. The programmer behind the curtain may have simply made a mistake that only becomes evident after a unique set of circumstances. Rebooting the device in question normally wipes all the memory and gives you a clean slate. That is the primary reason for rebooting any computer. But sometimes the computer design itself causes the problem. Take for example a problem found in the Boeing 787 four years after it entered service. The Generator Control Units (GCU) could go into a failsafe mode while in flight, depriving the aircraft of alternating current power. The aircraft could go for many days—just over 248 days—without a problem and then suddenly the GCUs shut down. The GCU was a 32-bit computer, so each memory register had available to it 232 data registers, of which one was taken to hold a plus or minus sign, leaving 231 data registers. Since the GCU counted time in 100ths of a second, it would reach the end of its count at 100 times 231, and that comes to 214,748,364,800 sec., or 248 days, 13 hr, 13 min., and 56.57 sec. After years of service this became apparent and the FAA issued an airworthiness directive, requiring the airplane be rebooted at least once every 248 days until the software was fixed. If You Must Reboot: A Few Steps To Consider I’ve flown several aircraft types over the years that must be allowed to fully boot up before anything in the aircraft accessing main system software can be touched. Some older Gulfstreams greet the pilot with “Power Up Test In Progress” during initial power up. But even if you waited for that message to extinguish before starting your cockpit chores, there were times the aircraft refused to clear all Crew Alerting System (CAS) messages prior to takeoff. We learned to recognize the signs of a normal power up by taking a photo of what constituted normal on the CAS. If there were any extra messages, we knew a reboot would become necessary and the sooner we did that, the sooner we could get on with the preflight. So that is recommendation number one: take note of what CAS messages and cockpit warning lights are acceptable after initial power up. If a reboot is necessary: • Record the anomaly leading to the reboot. A photo of the CAS, other messages, or the faulty component can prove useful for later analysis. Some aircraft provide maintenance computers and other onboard diagnostic tools that can further aid troubleshooting. • Call the manufacturer’s “hot line” or equivalent. In some cases, there is an easier way to reboot the faulty system, such as cycling selective circuit breakers. Additionally, some diagnostic tools may only be available with the fault active. • Reverse the position of “hard” switches and other controls in the reverse order of activation, to facilitate the next power up sequence. • Turn off everything, per manufacturer guidance, if available. • Some aircraft will require main ship batteries be disconnected. (I’ve seen this in Challengers and heard the same holds true for later Bombardier products.) • Wait the recommended period. Gulfstream is the only manufacturer I know that has published a recommended interval (15 min.). • Record the results. Keep a log to note any trends and report these to the manufacturer for help avoiding recurrence. When the Gulfstream G450 was new, crews discovered that some Enhanced Vision System CAS messages that appeared after initial power up would never extinguish with time and a reboot would be necessary. After it became apparent this was a fleetwide problem, Gulfstream advised pilots that a certain order of circuit breaker pulls and resets would solve the problem without a reboot, and the software was later amended to eliminate the problem. The lessons are clear. First, know what a normal power up sequence looks like to determine the need for a reboot as soon as possible. Second, document your reboots and let the airplane manufacturer know. B-17E “Desert Rat” Restoration Update – July 2023 August 7, 2023 Vintage Aviation News Warbird Restorations Be sure to see the amazing image in the original article, courtesy of Lucas Ryan. The restoration crew at Marengo, Illinois, working to restore B-17E 41-2595 (otherwise known as Desert Rat) continues to make steady, if slow, progress on the challenging effort. For those not familiar, this rare B-17E was recovered from a remote farm in Maine way back in 1985 by current owner and team leader Mike Kellner. It was in terrible shape, having been subjected to an unsuccessful but damaging attempt to scrap the bomber. Now, jump forward through four decades and the airplane is slowly coming back together in airworthy condition in a purpose-built building in rural Illinois. [Photo of the Day below is the original XC-108A. Editor] The restoration started in earnest around 1993 or so, and the first and most ambitious challenge was to structurally rebuild the fuselage after it was cut into pieces earlier by those seeking to turn it into scrap. Also, there was a large, non-standard fuselage cargo door added when this particular B-17E was modified by the AAF to become the sole XC-108A, and that cargo door had to be removed and the structure replaced. This structural work required manufacturing many new and specialized longerons and formers to replace those cut, and jigging the fuselage so things would line up properly. All that work on the fuselage structure was completed several years ago. The all-important carry-through structure that holds the wing attach fittings and girdles the bomb-bay is the last major structure of the fuselage that awaits completion. Most of the custom-made parts are now on hand so it is a matter of carefully assembling the structure back into the fuselage. For those who have watched the effort in recent years, progress is not readily apparent but, in fact, much work has actually been accomplished. In particular, the complex airframe structure around the ball turret is completed, as is most of the restoration of the camera bay located forward of the ball turret and aft of the bomb bay. The work effort by Kellner and his all-volunteer crew is now focused on the important carry-through structure in the bomb bay which consists of, among other parts, the wing attach points. New steel tubes had to be extruded to exact Boeing specifications and carefully installed in place of the old, unairworthy tubes. This is exacting work because the tubes hold the terminal fittings that will mate to the B-17 inner wing sections. Being off an eighth of an inch just won’t fly later when trying to attach the wings. As the photos show, new terminal fittings on the fuselage side are being installed. Most of the components to complete the bomb bay section are now available, and the parts are being fitted and riveted back into position. After the carry-through structure is completed, the bomb bay catwalk is built and ready for installation. After that, it will be bomb racks and bomb bay doors plus the actuating mechanisms…the list, it turns out, is pretty much endless. The right forward fuselage side wing attach fittings are in position and will soon be permanently riveted back into the assembly. After the fuselage structure is completed, the cockpit area will need to be reinstalled. At some point in the future, the electrical and other systems will need to be recreated and installed as per the original Boeing specifications. The wings recovered from the field in Maine are eventually going back into this airplane. They have received some work, but attention has primarily been on the fuselage over the past few years. One of the wing’s inner sections has been stripped out for cleaning and evaluation. The two outer wing panels have had the skin removed in jigs and will be reskinned as time allows. There are four engines present, but all four will need overhauls, as will the propellers. Interior view looking forward from station 4 into the cockpit. Though mostly gutted now, the components for reassembly are on hand, some in need of restoration and some ready to go in. A beautiful instrument panel complete with all the instruments is in storage and ready to be installed at the appropriate time. Components for the operable top turret are being assembled offsite. The top turret dome rests in place on the fuselage. As can be seen, this restoration effort remains a monumental task. Mike Kellner and his small volunteer crew are devoted and spend many days each week working on the small pieces that gradually become the big pieces. As in any such restoration project, finances and labor are the challenges. If you live in the area around Marengo, Illinois, which includes the greater Chicago and Rockford areas, and have some talent, experience, or just enthusiasm, Mike would like to talk to you. Perhaps contact Mike via email. Many parts have to be created from drawings or pattern pieces, so someone with that skill set would be ideal. The three dedicated workers on the morning I showed up were, from left, Bill Stanczak, Chris Gibson, and project manager Mike Kellner. Desert Rat also has its own dedicated Facebook page HERE which some of our readers may enjoy viewing too. If you wish to contribute to the restoration of this important aircraft, whether it be with parts, labor or cash, please contact the Desert Rat team HERE. Monetary donations can be placed HERE. Curt Lewis