December 27, 2023 - No. 053 In This Issue : Sierra Space's Dream Chaser spacecraft enters final testing phase at NASA : Amazing Timelapse Video Shows How The Navy Raised Its P-8A Poseidon From The Sea In Hawaii : A C-5M Super Galaxy Refueled A KC-10 Tanker In First Reverse Flow Air Refueling Test : Should we make jet fuel out of corn? : Van’s Bankruptcy Update, Next Steps : GE Aerospace making strides toward a more sustainable future for airplanes : Cessna seat roller kits receive FAA nod : STC vs ASTM: What’s best for unleaded fuels? : NASA's Rotating Detonation Rocket Engine Aces New Test : Boeing 737 MAX 7 certification timeline uncertain as FAA priorities safety and data Sierra Space's Dream Chaser spacecraft enters final testing phase at NASA The autonomous spacecraft is designed for high reusability with a minimum of 15 missions per system, with its demonstration mission scheduled for early 2024. Jijo Malayil Published: Dec 17, 2023 04:47 AM EST INNOVATION NASA and Sierra Space are making progress on the first flight of the company’s Dream Chaser spacecraft to the International Space Station. NASA NASA and Sierra Space are gearing up for the inaugural voyage of Sierra Space's Dream Chaser spacecraft to the International Space Station (ISS). The Dream Chaser, the world’s only commercial spaceplane, along with its accompanying cargo module known as Shooting Star, has been delivered to NASA's Neil Armstrong Test Facility in Sandusky, Ohio, where it is set to undergo environmental testing beginning in mid-December. This testing is in preparation for the spacecraft's maiden flight, which is slated to take place in the first half of 2024. At Armstrong, the Dream Chaser winged spacecraft will undergo a stacking process, positioned atop its Shooting Star cargo module on the vibration table. This setup aims to simulate vibrations akin to those encountered during both launch and re-entry into Earth's atmosphere, according to a NASA blog. Amazing Timelapse Video Shows How The Navy Raised Its P-8A Poseidon From The Sea In Hawaii December 16, 2023 Aviation Safety / Air Crashes DAVID CENCIOTTI A screenshot from the extraction video. (U.S. Marine Corps video by Cpl. Christian Tofteroo) An interesting timelapse video shows the P-8A salvage operation at Kaneohe Bay, Hawaii. On Dec. 2, 2023, the U.S. Navy completed the recovery of the P-8A maritime patrol aircraft 169561 YD-561 belonging to Whidbey Island, Washington-based Patrol Squadron (VP) 4 “Skinny Dragons,” that overshot the runway at Marine Corps Air Station Kaneohe Bay, Hawaii, coming to rest on coral around 50 feet offshore on Nov. 20, 2023. The operations to raise the Poseidon from the water began at 06.30AM and the last portion of the airframe, the nose wheel, lifted out of the water at 7 PM on the same day. The process to raise the P-8 from Kaneohe Bay was described in detail by the U.S. Navy in a press release dated Dec. 5, 2023: After staging all of the required equipment on Thursday, Nov. 30, and Friday, Dec. 1, Navy Mobile Diving and Salvage Unit (MDSU) 1, working alongside local and off-island specialists, and Naval Sea Systems Command (NAVSEA) Supervisor of Salvage (SUPSALV) arrived before sunrise on Saturday, Dec. 2, to begin inflating the salvage roller bags used to extract the aircraft from the water. Under the close observation of divers, the aircraft was lifted higher in the water and off any coral by 8:30 a.m. The aircraft was rotated and floated into position next to the runway by 10:30 a.m. “The team spent a lot of time using bags of different sizes – inflating and deflating – to make small adjustments to the aircraft,” said Lenox. “Sometimes it took an hour to get everything right just to move the aircraft five feet.” Once on land, the salvage crew reinforced the bags and wheels, locked down the gears on the pulling machines, and placed absorbent material between the aircraft and the bay as a precaution. They continued pulling the aircraft on bags up the ramp to a flat area on the runway. The team then lowered the plane onto jacks, swapped out all six tires, inspected the landing gear – assessed it as sound, and then towed the aircraft to the washrack for a freshwater rinse. The aircraft is in a parking spot where it will be available for the investigating teams and where Maritime Patrol and Reconnaissance Wing Ten will begin the reclamation and repair process. An interesting timelapse video released on Dec. 15 shows the P-8A Poseidon being extracted from waters just off the runway at Marine Corps Air Station Kaneohe Bay. An investigation of the mishap to determine the cause(s) is underway. The P-8A crew, from VP-4 was on a detachment to Kaneohe Bay in support of maritime homeland defense. There were nine crewmembers on board. All of them safely evacuated the aircraft and no injuries were reported. Despite the speculations on social media, there is no evidence an all-female crew was involved in the mishap. A C-5M Super Galaxy Refueled A KC-10 Tanker In First Reverse Flow Air Refueling Test December 19, 2023 Military Aviation DAVID CENCIOTTI A C-5M Super Galaxy approaches the boom of a KC-10 Extender to perform reverse aerial refueling training in an aerial refueling track over Northern California and Oregon, Dec. 12, 2023. (U.S. Air Force photo by Master Sgt. Traci Keller) As part of a Proof of Concept, for the first time, the U.S. Air Force turned a C-5M Super Galaxy into an aerial refueler for a KC-10 tanker. On Dec. 12, 2023, a C-5M Super Galaxy and a KC-10 Extender conducted a reverse flow air refueling training over Northern California and Oregon, as part of a PoC (Proof of Concept) designed to maintain readiness in emergency situations to prevent loss of a tanker aircraft. The C-5M offloaded 23,500 pounds of fuel in approximately thirty minutes to the KC-10 during the test. Noteworthy, reverse air refueling is something that both KC-10s and KC-135s have been able to perform for decades. However this was the first time the test assessed the ability to siphon fuel back in to the tanker from the Super Galaxy. Tanker aircraft are among the most in-demand assets, force multipliers whose presence or lack thereof is crucial to sustain combat missions. In the end, NKAWTG! A C-5 during AAR (Air-to-Air Refueling) operations with a KC-10. (Image credit: USAF) “By using a C-5 as a huge floating gas station, it allows more tankers to be positioned for offloading to fighter or mobility aircraft, versus having to use one tanker to refuel another, which takes away a tanker asset from the mission,” said U.S. Air Force Maj. Justin Wilson, 22nd Airlift Squadron chief of standards and evaluations and C-5M evaluator pilot in a public release. “This allows more tanker aircraft in the theatre and extends their range or orbit time.” This was the first time the C-5M was used to offload fuel to a tanker this first sortie was used to collect data that can be used in the future to enhance the range of a tanker and keep it airborne longer, making it available to other assets. File photo of a KC-10A Extender preparing to refuel a C-5B Galaxy. (Image credit: USAF) “By doing reverse air refueling, the aircraft is getting lighter at a quicker rate than if you were just flying normally, so the aircraft flies a little different,” said Wilson. “The real difference is when it comes to the flight engineers.” “To execute the reverse air refuel, we made amendments to two of our normal checklists,” said Tech. Sgt. Robin Ogg, 60th Operations Group C-5M senior evaluator flight engineer. “These changes were in the flight engineer’s fuel panel configuration to set us up to give fuel versus receiving it.” Reverse air refueling can be used, in emergency conditions and with constant monitoring of the center of gravity, from a certain number of certified aircraft. For instance, the KC-135s could carry out reverse refueling with several large receivers, including the B-52, B-1, C-141, C-5, EC/RC/KC/WC-135, E-4, and Should we make jet fuel out of corn? Incentivizing corn-based ethanol could be even worse for the environment. BY ADELE PETERS The airline industry is betting on “sustainable” aviation fuel to help it shrink emissions. But just replacing fossil fuels doesn’t automatically mean that an alternative is better for the climate—and environmental groups are worried that a new tax credit has the potential to make the problem worse if it’s set up the wrong way. Under the Inflation Reduction Act, jet fuel that reduces emissions by at least 50% will be able to get tax credits. Last week, the Treasury Department shared more details about which fuels might qualify. It’s possible that jet fuel made from corn ethanol or other vegetable oil biofuels may be able to use the credits. That’s a problem in part because growing crops for fuel can displace crops grown for food, and globally, more forests could be cut down to make room for agriculture. “The fundamental issue is, are we going to burn food in our planes?” says Dan Lashof, the U.S. director of the nonprofit World Resources Institute. “I mean, it really comes down to that. And when you put it that way, it sounds like a ridiculous thing to do.” The Department of Energy wants to support the production of 35 billion gallons of sustainable aviation fuel. If all of that was made from corn-based ethanol—although that’s unlikely—it would require more than 110 million acres of corn, more than the total amount of corn that’s grown today, Lashof says. Right now, around 90 million acres of corn are grown in the U.S., and around a third of that goes to ethanol for other vehicles. Some studies have found that ethanol used in cars could cause more global warming than gasoline because it means that more land is converted to farming, and it increases fertilizer use. Other studies have suggested that it can cut emissions by 40%-45% if the impacts from land use change aren’t factored in. Under one international model, called CORSIA, ethanol or other biofuels made from vegetable oil wouldn’t qualify for the tax credits. Companies with other types of sustainable aviation fuel can use the CORSIA model to get the credits. But the Treasury Department wants to let companies also use a different model that suggests that biofuels have lower emissions. To understand the future of work, look to the future of benefits Innovative solutions are necessary to meet the needs of the modern workforce The airline industry wants the option to use ethanol, which is most commonly made from corn, because it already exists at a large scale. While airlines are backing startups that are developing multiple other alternative fuels, and even small electric planes, those options are still nascent. Twelve, one startup, is launching a new factory that plans to produce 40,000 gallons of jet fuel from CO2 next year, and then ramp up to 1 million gallons of production per year. But the airline industry used 95 billion gallons of jet fuel in 2019. It will take time for the supply of new options to grow, whether that’s CO2-based jet fuel or fuel made from agricultural waste rather than food. It’s possible that other uses of ethanol could drop as more drivers switch to electric cars, and airlines could make use of more of the existing supply. But it’s arguably more likely that incentivizing ethanol in planes would cause farming to expand. Using other crops to make fuel has the same problem, Lashof argues. “It takes a lot of land to grow soybeans,” he says. “And if you are diverting soybeans from food purposes to fuel, that food has to be replaced somewhere. So, even if you say, ‘Oh, we’re using U.S. soybeans and that’s grown on land that’s been in agriculture for a long time,’ you’re taking those soybeans off the global market and it’s going to get replaced by either expansion of soybean production in Amazon or palm oil production in Indonesia or Africa.” World Resources Institute calculates that providing even 25% of global aviation fuel from vegetable oil would require doubling production of that oil. The Department of Energy and EPA are now considering the details of the modeling, and new guidance will come out on March 1. Meanwhile, the ethanol industry will continue lobbying to be included. The government has said that they’ll use the “best available science” to model emissions from land use change. “Whether they actually do that or not will determine whether this guidance makes climate change better or worse,” Lashof says. Van’s Bankruptcy Update, Next Steps By Marc Cook December 20, 2023 Van’s Aircraft, which filed for Chapter 11 bankruptcy protection on December 4, was back in court on December 19 to get approval to use cash on hand to run the business day to day while the reorganization proceeds and to allow it to accept outside funding, in this case from founder Dick VanGrunsven’s family trust. Both motions were unopposed and approved by Judge David Hercher. Later that day, we had a chance to interview Clyde Hamstreet, whose company, Hamstreet & Associates, specializes in recovering companies in distress. What does Hamstreet & Associates do? Clyde Hamstreet Our company works with those having financial troubles, usually from operations or balance sheet issues. We also work with companies that don’t have a management structure to help them build one. Over the years, dealing with companies in crisis, one of the tools we use is reorganization through Chapter 11 or sometimes state receiverships. The first thing was an assessment of the business. We need to know what we have to work with and understand the prospects going forward. You don’t want to file Chapter 11 and then find out it’s not going to work and it gets converted to a Chapter 7 [liquidation]. How did you and your company get involved with Van’s? Dick VanGrunsven had already brought in two people I didn’t know, the interim CEO Mikael Via and Don Eisele. Don has been a CFO for manufacturing companies and is very experienced. He built his own RV-14. He offered to apply his skills to help Van’s out. They realized that the problems at the company were bigger than they thought and they contacted us through another party. What were your first steps in the recovery plan for Van’s? We changed the corporate governance, which is where you start. One of my people, Mark Schmidt, was appointed as COO, Don was appointed CFO, Mikael was appointed CEO and I was appointed CRO, chief restructuring officer. Then we knew who was responsible for what and we began our assessment. When we were finished we looked at it and felt that it has a lot of value, the balance sheet is not bad but its cash flow is all messed up. We don’t have a lot of cash because of one-off losses we had. After that assessment we looked at our inventory and other factors and decided it was a good candidate for Chapter 11 reorganization. We need to have some time to get through this and price increases that have to happen all at one time, and Chapter 11 is a good vehicle for that. Van’s was filed under Chapter 11, subchapter V. Why was that chosen? Chapter 11s are expensive propositions. You have creditors’ committees, and the lawyers for the creditors’ committees have to be paid for by the debtor. Plus there’s a lot of give and take around the reorganization plan, and a lot of hearings. They’re expensive. Sub-fives eliminate the creditors’ committees, reduce legal costs and uses a single trustee that helps the debtor put together a plan. The advantages are that you have to have a plan in 90 days, and if it’s found to be compliant with the law and makes sense to the judge, he’ll approve it and you’re in and out [of Chapter 11] quickly. But with subchapter V, you can’t have debts in excess of $7.5 million, but you don’t count insiders. So in this case, there was a lot of debt to Van and his family that doesn’t count. Is there a downside for consumers in Subchapter V? Generally, what you’re able to pay creditors is what’s left over in a reorganization. And that’s one of the advantages of not having a lot of cost and you can get through it quicker. So consumers are usually better off. On December 19, 2023, you had the second hearing in front of Judge Hercher. What happened and how do you feel it went? Two things were dealt with today. One was the permanent use of cash collateral. The first hearing gave us temporary use, which allows you to pay your bills and operate in normal course. In this hearing, there was no opposition so the judge approved our plan. The second and more important motion was the ability of Van’s Aircraft to borrow up to $6 million to use as it needs to get through this process. Van’s family has agreed to loan us that $6 million. There was no opposition and that motion was approved. [Note: Both hearings were made publicly available live by Zoom and participants were asked if they were opposed to several measures. No one voiced disapproval.] The company had begun to notify customers on Monday, December 18, that prices were going up and asked them to approve of a new purchase agreement. Under the bankruptcy code, you are allowed to terminate contracts or modify those contracts if the other party is agreeable. We have a lot of contracts for those who have purchased kits or parts. We have the Ombudsman Motion, which allows us to modify those contracts. If the buyer and seller don’t agree to that modification, then Van’s would have the authority to terminate those contracts.The person holding that contract would have a claim. We started off with approximately 550 live customers on a live portal to make sure nothing would break down. We were pleased that out of those first customers who got notice, more than 60% of them said, “Yes, I’d like to renew my contract at the revised price and terms.” If the first group was 550 people, approximately, how large is the entire group? I think it’s about 1500 for kits only. We still need to work out [a plan] for those people who order engines and propellers and avionics, or other third-party parts. We obviously can’t raise those prices like we have on the kits. What is the deadline for builders to respond before their contracts are unilaterally canceled? The deadline we originally discussed was January 15, 2024, but because it took us a little longer to get the web page lined up, we extended the date to January 30. And the court was fine with that today. What’s the timeline for advising customers on deposits placed for engines, propellers and avionics? We haven’t focused on that as much yet. We’ve focused mainly on the kit side. I’d guess it’ll be after the holidays, most likely late January. What are the steps after that and timelines going forward? RV-15. We’ll know more as we know how many customers have accepted the revised terms, and how many new customers we might get through the first part of February. Based on that, we can make some reasonable projections on what our revenue is expected to be for the next three years. We know we’re going to introduce the RV-15 at some point in time, and we expect to get a certain amount of sales there. We’ll have a pretty good idea of what our expenses are based on the work we’re doing now. Based on that we’ll have projected earnings, and the earnings over the next three to five years are the funds we use to repay our investors and continue to grow the company. What is the timeline for potential recovery for those who decline the new agreements? You’re going to know a lot more come April, when we have a plan filed and everyone sees it. It’ll all be made public. I’ve never had a company file a plan where people weren’t paid back in five years. Many plans have 100% plans. Some have offers of cash or equity, and those who took equity did very well. But we can’t speculate much more until we know what the customer response is going to be. How does recovery from the laser cut parts factor into your planning? I think we’re going to have that nailed down within the next two to three weeks. What’s the sense of when a company like this can get “back to normal?” I think with marked improvements in operating efficiencies—things we can improve to make us a smoother, more efficiency company—we’ll be stabilized by early summer. What processes are in place to keep Van’s from repeating previous mistakes? A big part is putting in procedures and accountability. During COVID, a lot of what I call tribal knowledge was lost and others had to step in and assume those responsibilities. This company did a lot on Excel spreadsheets. Modern companies work on ERP [enterprise resource planning] systems that communicates with manufacturing and all the other aspects of accounting. You can look at when an order comes in and how it affects inventory and manufacturing needs. We’re going to do that a lot differently than we did in the past. We need to invest in ERP systems and we’re going to start training people how to use that. We have a lot of good people here, we just need better processes. GE Aerospace making strides toward a more sustainable future for airplanes The company is testing Sustainable Aviation Fuel to decrease carbon emissions According to a survey from GE Aerospace, 46% of aviation decision-makers think the airline industry can reach net zero carbon emissions by 2050. By: Anna Azallion Posted at 6:53 PM, Dec 19, 2023 and last updated 7:56 PM, Dec 19, 2023 EVENDALE, Ohio — The airline industry is working towards a more sustainable future and some of that work is happening right here in the Tri-State. GE Aerospace, which said it's the largest provider of aircraft engines, recently completed initial testing of Sustainable Aviation Fuel (SAF) on its tenth engine model. This is part of the work the industry is doing to reach a goal set by the federal government. The Federal Aviation Administration committed the industry in the U.S. to reach net zero carbon emissions by 2050. The industry internationally has also embraced the goal. "What we know about airlines is their contribution is increasing and that's why there's a tension to, let's try to address it now rather than later," said Chris Curran, Northern Kentucky University professor of biological sciences. One way GE Aerospace is working to achieve this 2050 goal is through its testing of SAF. "You can think about it like a biofuel, taking waste products from agriculture, taking plants, use cooking oil and things like that and turning it into fuel," said GE Aerospace Chief Engineer Chris Lorence. "As the plants take the carbon dioxide out of the air we're basically able to take that and then when we power the airplane, that carbon gets released with no net increase." It's just one step GE Aerospace and other companies are taking to meet that 2050 goal. According to a survey from GE Aerospace, 46% of aviation decision-makers think the industry can make this happen. The same survey found, on average, decision-makers think net zero carbon emissions can be met by 2055 instead. You can read the full survey results here. Lorence said there are several challenges. "The pace at which we're all going to do this together is probably the biggest challenge," he said. "This is a worldwide standard that we need to get to so what we do here in the U.S. is great, but we really need the whole world to adopt Sustainable Aviation Fuel, for example." He said there's more testing that needs to be done on SAF to ensure endurance. "We want to run these for thousands of cycles to make sure there's no accumulation, no concerns about how things degrade over time so that they operate just like the engines that we have today on conventional fuel," he said. Plus, an industry standard needs to be set before SAF can be the only fuel used on commercial flights. Lorence said that could be a year or more away. This isn't the only technology GE Aerospace and other companies are working on the reach that 2050 goal. Lorence said GE Aerospace is also working on new engine designs to reduce emissions and testing electric engines for planes. Cessna seat roller kits receive FAA nod By General Aviation News Staff December 15, 2023 Note: See photographs in the original article. Affordable Aviation has introduced FAA/PMA approved Cessna Seat Roller Kits. Seat Kit-1 is for use on all Cessna fully articulating seats, with two crank handles, while Seat Kit-2 for use on all Cessna standard or vertically adjustable seats, with one or no crank handles. The nylon rollers are made from Nylatron, which offers greater wear resistance, high mechanical strength, lower surface friction, stiffness, hardness, and greater rigidity, which adds up to “a superior and durable long service life roller,” company officials noted. The wear washers are made from an acetyl plastic, while the steel bushing is made from moly chrome steel with a clear zinc plating finish for corrosion resistance, officials added. STC vs ASTM: What’s best for unleaded fuels? By Ben Visser · December 20, 2023 In a recent column, I recommended that in the future general aviation actually needed two grades of unleaded fuel, with one being an unleaded 100 octane product and the other a less expensive 82 octane fuel based on automotive fuels. We received a lot of great feedback on the column, which is always appreciated. But one of the points I took away from the discussion was that there is some confusion as to how the ASTM process compares to Supplemental Type Certificate (STC) approval. Some people even thought that they were basically the same. In reality they are very different and most of that difference goes back to our old friend liability. In a certified aircraft, the type certificate list all of the parts and consumables that go into the aircraft. If you could examine the type certificate of almost every aircraft in the general aviation fleet, it would note that the fuel needed for operating that aircraft must meet the ASTM D910 specification for a listed octane rating. In case of an engine failure, accident, or incident, because the type certificate indicated that the manufacturer has specified a list of parameters for the fuel, all the fuel supplier is required to prove is that their product meets that specification. Under the same conditions, a fuel supplier that supplies a fuel under an STC must prove that their product did not cause the problem in any way. This is because the manufacturer has not agreed that the STC fuel will meet the “needs” of their engine. In fact, in a high dollar lawsuit the lawyers will name everyone involved and hope that the different parties will implicate each other. This brings us to the debate on how to approve the new 100 octane unleaded fuels. General Aviation Modifications Inc. (GAMI) is going the STC route for now, earning FAA approval in September 2022 for every piston engine in the FAA database. To use this fuel, an aircraft owner must buy an STC. And, if there is a problem, GAMI will face the liability issues on its own. The other fuel suppliers are planning on going the ASTM specification route. Once a fuel is approved through this method, it is considered a “fleet approval,” which means it is approved for all general aviation piston aircraft engines. No STC need be purchased, as engine manufacturers will issue documents stating that these fuels are approved in all of their engines. This will be a much safer path forward — in terms of liability — for the fuel providers. But there will be one big problem still facing the general aviation community: Who will approve fuel for the orphan engines out there? If 100LL is outlawed, what will the Wright, Franklin, and other orphan engine aircraft use? Many of the private planes that use these engines can fly in the experimental category, but aircraft that are used in commercial service cannot do that. So will they just need to be scrapped? Or will the FAA or EPA say they will approve the use and take on the liability risk? I think not. I believe that the only organization that could do that is the US Congress — maybe — and they have trouble deciding what to do for lunch. I do not see them taking on a problem like this, especially since there is so little money in the GA world. NASA's Rotating Detonation Rocket Engine Aces New Test Explosions might be a more efficient way to get around. By Ryan Whitwam December 23, 2023 Credit: NASA NASA has its eyes set on Mars, but the agency is still developing myriad technologies that we'll need for future space exploration. Among NASA's next-gen ideas is the Rotating Detonation Rocket Engine (RDRE), a project under the Game Changing Development Program. After first testing this new form of propulsion a year ago, NASA has now conducted an even longer RDRE test fire, moving this technology one step closer to reality. A Rotating Detonation Rocket Engine is an alternative to traditional combustion-based engines. These engines use small explosions inside the circular annular channel using the same fuel and oxidizer mixture seen in standard rocket engines. The detonations are self-sustaining after ignition and travel around the channel continuously. Simulations have shown that rotating detonation engines could increase fuel efficiency by 25%. NASA's 2022 test saw the prototype engine fire for almost one minute, producing 4,000 pounds-force (18 kN) of thrust. The new test at NASA's Marshall Space Flight Center moves this technology much closer to reality. The new 3D-printed engine has been scaled up to its full size, and it successfully fired for 251 seconds. That's about how long the engine would need to fire during a real mission. NASA reports that the new engine managed more than 5,800-pound-force (26 kN) of thrust, a substantial increase over the last test. However, engineers at NASA’s Glenn Research Center still have a long way to go. NASA hopes to see much more thrust from future versions. It previously said it was aiming for 10,000-pound-force (44 kN) of thrust in the final design. "The RDRE enables a huge leap in design efficiency," says NASA engineer Thomas Teasley. "It demonstrates we are closer to making lightweight propulsion systems that will allow us to send more mass and payload further into deep space, a critical component to NASA’s Moon to Mars vision." Rotating Detonation has the potential to make rockets much more efficient, but they are less stable and harder to control compared to traditional rockets. They're also terrifically loud. The new test will help engineers better understand how to scale RD engines for different thrust classes, from landers to interplanetary transport. NASA has not announced plans for its next round of tests, but it only took a year to go from a few seconds to more than four minutes. That's impressive progress. Boeing 737 MAX 7 certification timeline uncertain as FAA prioritises safety and data FAA Administrator Michael Whitaker said the agency will certify the smallest variant of the best-selling MAX when “we have all the data that we need and it is safe.” Written by FE Online December 20, 2023 15:33 IST Boeing emphasised its commitment to follow the FAA's lead in the certification process. (Reuters) The Federal Aviation Administration (FAA) does not have a “specific timetable” for certifying the Boeing 737 MAX 7, according to the agency’s top official. FAA Administrator Michael Whitaker said the agency will certify the smallest variant of the best-selling MAX when “we have all the data that we need and it is safe.” Despite Boeing’s earlier anticipation of certification by the end of this year, Whitaker emphasised that the FAA would proceed when they have all the necessary data to ensure safety. He stated that he is actively monitoring the status of the MAX 7 and other projects and added, “the issues are being worked and that will continue.” Boeing to follow FAA’s lead Meanwhile, Boeing emphasised its commitment to follow the FAA’s lead in the certification process. Southwest Airlines, the largest MAX 7 customer, expects certification by April. “We will follow the lead of the FAA as we work through the certification process. The FAA will determine when all certification requirements are met,” the company said. In October, Boeing executives maintained that the schedule for certifying the Boeing 737 MAX 7 remained unchanged. Additionally, Boeing is awaiting certification for the larger 737 MAX 10. Southwest Airlines, which is the largest customer for the MAX 7, expressed last month that it anticipates FAA certification for the plane by April. Boeing pursuing exemption to certain regulations Boeing is currently seeking an exemption to regulations related to the MAX 7’s engine systems. This exemption, valid until May 31, 2026, is crucial for addressing issues in the engine anti-ice system, and the FAA is accepting comments on it until December 26. The FAA, acknowledging lessons from the 2018 and 2019 MAX crashes, is implementing key flight control design changes, with a focus on continuous improvement and heightened vigilance in the certification process. FAA enhancing certification process Last month, the FAA announced that it would categorise key flight control design changes as “major,” similar to the system implicated in the two fatal MAX crashes in 2018 and 2019. Whitaker emphasised the FAA’s commitment to consistently seeking ways to enhance the certification process, ensuring that emerging issues receive increased attention. Additionally, he highlighted the agency’s focus on evaluating the safety of new technologies and maintaining a heightened level of vigilance in the aftermath of the MAX crashes. Curt Lewis