April 5, 2023 - No. 014 In This Issue : Hartzell, Wipaire taking orders for 'Yukon' prop on Cessna : The Beginning of a New Era: BRP-Rotax Achieves New Performance Level with the Launch of the Rotax 916iS/c Aircraft Propulsion System : FAA Issues AD For 737 MAX Loose Fastener Checks : FAA looks to address potential fuel leaks from Boeing 737’s APU : FAA issues directive to prevent Boeing 777 fuel tank explosions : Looking to prevent fuel tank explosions on the Boeing 747, FAA issues AD : FAA addresses unsafe Boeing 747 wing and landing gear condition : Three area airplane mechanics receive national lifetime achievement awards - and are still soaring Hartzell, Wipaire taking orders for 'Yukon' prop on Cessna Caravan Aviation News Posted By: Haley Davoren, GlobalAir.com Published: Mar. 31, 2023 at 03:23 PM EST Updated: Mar. 31, 2023 at 05:17 PM EST Note: See photos and videos in the original article. Hartzell and Wipaire teamed up to develop the Yukon, a four-blade carbon fiber propeller. Hartzell announced this at the Sun ‘n Fun Innovation Preview on opening day. The prop features a 75-inch scimitar design, is three knots faster in cruise performance, has a ten percent better climb rate, and includes a 6-year and 2,400-hour warranty. It is a full composite propeller with a nickel leading edge. Wipaire has been testing the Yukon for a few years and the test flights have been completed. The company has sent all necessary paperwork and is awaiting FAA approval. Once the new prop receives FAA approval, it will be available for sale. Wipaire featured a Cessna Caravan 208 with the Yukon upgrade in its Sun ‘n Fun booth this year. The float plane featured the new four-bladed prop. “We were really looking to get low-end torque and to get the airplane up on step and get it out of the water quicker,” said Dan Gutz, product sales director- U.S., Canada & Caribbean- Large floats, said. “We’ve been very successful with that. Depending on how the airplane was equipped prior, we’ve been seeing up to 26 percent decreases in ground roll and takeoff roll. For the water, we’ve been seeing up to a 31 percent reduction in takeoff distances. It’s been a really beneficial propeller.” Wipaire has been using similar propellers on other aircraft as well. “Our Boss 182 has a three-blade Hartzell that’s the same material,” Gutz said. “It’s approved on it as well and we’ve noticed that the water erosion is almost zero on them. They really hold up well and that’s one of the big concerns, especially with a bigger propeller like this (Yukon). This is a 110-inch propeller, so our other three blades that we are putting on a lot of these airplanes is about 106 inches and the four-blade McCauley is 104.” “We’ve noticed really good performance takeoff, climb performance is good and we haven’t seen any loss in cruise which is really good,” he said. “We’ve actually seen some beneficial increase in cruise speed, at a lower power setting even. Hartzell said Wipaire is offering this via STC, hoping to have it by AirVenture or the end of the summer. It has not received FAA approval yet and is not officially for sell, but it is available for orders according to Hartzell. Hartzell, Wipaire taking orders for 'Yukon' prop on Cessna The Beginning of a New Era: BRP-Rotax Achieves New Performance Level with the Launch of the Rotax 916iS/c Aircraft Propulsion System NEWS PROVIDED BY BRP Inc. Mar 28, 2023, 10:45 ET Note: See photos in the original article. The Rotax 916iS/c showcases its power for the first time ever in a CubCrafters prototype LAKELAND, Fla., March 28, 2023 /PRNewswire/ - BRP-Rotax, a subsidiary of BRP Inc. (TSX: DOO) (NASDAQ: DOOO), is proud to achieve a new level of performance with the launch of its Rotax 916iS/c aircraft propulsion system, which makes it perfectly suitable for four-seater planes and for high performance two-seaters. At 85.8 kilograms and a powerful 160 hp, the 916iS/c offers an unprecedented power-to-weight ratio in the light aircraft segment and is available with an impressive 24-volt option for more cockpit features and comfort. The Rotax 916iS/c made its debut today at the SUN 'n FUN Aerospace Expo in Lakeland, Florida, showcasing its power for the first time ever in a CubCrafters aircraft, a new customer of BRP-Rotax. New Rotax 916iS/c aircraft propulsion system. (CNW Group/BRP Inc.) New Rotax 916iS/c powered Carbon Cub UL from CubCrafters. (CNW Group/BRP Inc.) "The launch of the 916iS/c is yet another testament to our commitment to developing ground-breaking technologies and creating the most advanced propulsion systems for our customers. For us, it was crystal clear that we had to build on the success of the 915 engine. We can now seize new opportunities in the four-seat market segment with a perfectly mature product and thus continue our steady growth of recent years. With the 916iS/c, we are responding to unmet customer needs and living up to the innovation philosophy of our long-standing company," said Peter Ölsinger, General Manager, BRP-Rotax, and Vice-President, Sales, Marketing & Communications, Rotax Propulsion Systems. Top performance and new opportunities In addition, BRP-Rotax offers the 916iS/c as an alternative for IFR (Instrument Flight Rules) flights as well as for commercial flying, for example for flight schools and private pilots. The top performance of the 916iS/c allows for shorter take-off distances and steeper descent while maintaining maximum efficiency in cruise flight. For increased flexibility, the 916iS/c features multi-fuel technology (for MOGAS & AVGAS) which allows both classic engine fuel as well as aviation fuel. In this class up to 160 hp, the new propulsion system features fully electronic iS technology for increased performance, greater efficiency and simplified maintenance and servicing. This means that engine selection for maintenance and repairs can be carried out via the BUD system Aircraft (BRP Utility and Diagnostic Software for Rotax Aircraft Engines), in a similar way to the automotive industry. As a testament to BRP-Rotax's confidence in this new propulsion system, the TBO (Time Between Overhaul) at product launch is 2,000 hours, which speaks to the value customers can derive from the engine. Presentation at the SUN 'n FUN Florida and the AERO Friedrichshafen The SUN 'n FUN Aerospace Expo in Lakeland, Florida, taking place from March 28 to April 2, 2023, is the perfect opportunity to introduce the 916iS/c to the market and confirm that BRP-Rotax is welcoming the reputed CubCrafters manufacturer as part of its growing roster of customers. In fact, the Rotax 916iS/c showcased its power for the first time in the new CubCrafters Carbon Cub UL, an engineering prototype equipped with the new Rotax propulsion system for flight testing and further development. "CubCrafters and Rotax share a dedication to drive great performance through new technology innovations. Working together to develop the new Rotax 916iS/c powered Carbon Cub has been a great collaboration. We are excited to launch our latest products together and to make them available worldwide," said Patrick Horgan, President and CEO of CubCrafters Inc. "The powerful and smooth single-lever operation of the Rotax 916iS/c is outstanding, bringing the latest engine technology to the Carbon Cub Family. Compatible with fuels available worldwide, our new Carbon Cub UL offers the versatility of a full-sized backcountry aircraft with amazing STOL capability and cruise performance," added Mr. Horgan. The Rotax 916iS/c will then be introduced on the European market at the AERO in Friedrichshafen, Germany from April 19 to 22, 2023. The Beginning of a New Era: BRP-Rotax Achieves New Performance Level with the Launch of the Rotax 916iS/c Aircraft Propulsion System FAA Issues AD For 737 MAX Loose Fastener Checks Guy Norris March 24, 2023 Credit: Guy Norris / AWST Note: See photo in the original article. The U.S. FAA has issued an immediate airworthiness directive (AD) calling for inspections of inlets on a batch of CFM Leap-1Bs powering Boeing 737-8s, -8200s and -9s for mis-installed fasteners around the engine anti-ice (EAI) exhaust duct. The FAA AD, which applies to around 330 U.S.-registered 737s, addresses a potentially unsafe condition which could occur if loose or missing fasteners allow high temperature bleed air from the EAI exhaust duct to leak into the inlet composite inner barrel. Should this occur, the AD says the heat could compromise the inlet’s structural integrity, eventually leading to separation of the inlet and fan cowl under normal flight loads. The AD was issued following the discovery by flight crew during a pre-flight check of a bolt protruding through a drain hole at the engine inlet near the EAI exhaust vent. Investigations by Boeing revealed that some fasteners for the exhaust ducts were installed at the factory with inadequate torque using a prohibited yoke-style torque wrench adapter. The FAA says the use of this adapter will “produce a significant under-torque of the installed fasteners. Inadequately torqued fasteners may loosen over time due to engine vibration, eventually causing the fastener to drop into the inlet inner barrel.” The EAI system injects hot bleed air from the engine into the interior of the inlet lip to prevent the formation of icing on the exterior of the inlet lip. The high temperature air then exits the rear of the inlet lip through the EAI exhaust duct, which passes through the inlet inner barrel prior to exhausting air overboard. However, should a leak occur, the composite inlet inner barrel structure is susceptible to heat damage, the FAA says. Problems could be caused in one of two ways, the agency says. Loose or missing fasteners for the EAI exhaust duct could allow the exhaust duct to vibrate excessively, which, when combined with the redistribution of structural loads onto the other fasteners, may lead to fatigue cracking of the duct which would ultimately progress to a rupture. Alternatively, the loose or missing fasteners may allow EAI exhaust air to escape and impinge directly on the inner barrel structure. FAA Issues AD For 737 MAX Loose Fastener Checks FAA looks to address potential fuel leaks from Boeing 737’s APU BY RYTIS BERESNEVICIUS 2023-03-28 Artur Buibarov / Shutterstock.com The United States Federal Aviation Administration (FAA) is issuing an Airworthiness Directive (AD), addressing potential damage to the Boeing 737’s Auxiliary Power Unit (APU) fuel line shroud, located in the aft cargo area. The damage to the fuel line shroud could result in a potential failure and a leak of flammable fuel in an ignition zone. The FAA issued the AD on March 27, 2023, addressing a potentially unsafe condition where the “placement of the pressure switch wire clamp assembly and its fastener” allowed “interference of the fastener against the APU fuel line shroud, possibly resulting in a damaged APU fuel line shroud and consequent failure of the APU fuel hose, which could result in a flammable fluid leak in an ignition zone”. This AD is a final rule, and affects 1,919 aircraft registered in the US, ranging from the Boeing 737-600, -700, -700C, -800, -900, and -900ER (NextGeneration (NG) models), as well as certain 737 MAX-8 and 737 MAX-9s. It is effective from May 1, 2023. The FAA estimated that the total estimated costs are $326,230 for all US-based operators for one-time inspections, while on-condition costs, per product, can amount to $33,913. Preventing potential APU fires The on-condition costs, which means that operators have to do applicable actions as defined in the Accomplishment Instructions of Boeing Alert Requirements Bulletin 737-38A1072 RB and Boeing Alert Requirements Bulletin 737-38A1073 RB, dated February 25, 2022, are split into repairs and replacements. The repair of the product should take up to 3 working hours, costing $85 per hour, while the replacement, including re-installation of the part, is split into labor that can take up as much as 300 work hours ($85 per hour) and part-related expenses of up to $8,158. However, citing Boeing, the FAA stated that “some or all of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected operators”. According to the AD, the two bulletins (737-38A1072 RB for the 737 NG and 737-38A1073 RB for the 737 MAX-8 and MAX-9), specify the procedures to inspect the APU fuel line shroud “in the area within 3 inches of the fastener of the pressure switch wire clamp for any damage (any crack or hole, any damage that exposes bare metal on the APU fuel line shroud, and any dent damage found that decreases the outside diameter of the shroud by more than 0.031 inch)”, as well as an inspection of “the pressure switch wire clamp to determine if the fastener of the pressure switch wire clamp is installed with the bolt head on top and the nut on the bottom, and that there is a minimum 1.5 inches of horizontal separation between the fastener of the pressure switch wire clamp and the APU fuel line shroud, and applicable on-condition actions”. As such, if on-action conditions are required, airlines operating either the 737 NG or the two 737 MAX models will have to: • Repair the existing APU fuel line shroud with a new or repaired shroud • Repair any damage to the APU fuel line shroud • Reinstall the fastener of the pressure switch wire clamp with the bolt head on top and the nut on the bottom • Reinstall the pressure switch wire clamp assembly, ensuring a minimum of 1.5 inches of horizontal separation between the fastener of the pressure switch wire clamp and the APU fuel line shroud. The FAA noted that it “has no way of determining the number of aircraft that might need these repairs, replacements, or re-installations.” Supply chain woes? With the agency inviting affected parties to comment on the proposed change prior to making the AD into a final rule as per the procedure, some airlines expressed concerns regarding part availability. Among the stakeholders to comment were American Airlines, Delta Air Lines, Southwest Airlines, Boeing, Aviation Partners Boeing (APB), and the International Air Pilots Association (ALPA). ALPA supported the Notice of Proposed Rulemaking (NPRM) without change. Delta Air Lines expressed concerns that the “information on MyBoeingFleet Part Page shows zero stock of MPN 346A2201-26 APU Fuel Line Shroud as of October 5, 2022, with one part expected to be available by June 25, 2023.” The carrier will have to inspect and potentially replace the APU fuel line shrouds on around 100 aircraft, indicating that the “lack of availability of this part could severely hamper their ability to comply with this AD in the time period proposed.” And even if Boeing advised the carrier that it has “an adequate number” of the part, they will be allocated by the manufacturer, making it hard to plan for maintenance in the case that a fuel line shroud will have to be replaced. The FAA argued that when it “assesses unsafe conditions and establishes compliance times for ADs, the agency accounts for the practical aspects associated with compliance, including parts availability.” Furthermore, Boeing informed the agency that the part supply would be “adequate.” The FAA argued it has no information about a potential shortage of the parts, which is why “the compliance time of three years is adequate for operators to acquire the necessary parts and accomplish the actions required by this AD.” Southwest Airlines requested that it could use serviceable parts to replace damaged APU fuel line shrouds, namely parts that are not marked “new or repaired.” The FAA agreed, stating that the “service instructions should allow for serviceable parts, not just ‘new or repaired’ shrouds,” defining a serviceable APU fuel line shroud as a part “that has been maintained using methods acceptable to the FAA and identified by the FAA as airworthy.” Delta Air Lines, American Airlines, and Boeing requested that the AD would be revised to include “service information that Boeing is currently drafting,” as the manufacturer is revising the two requirement bulletins to address the condition of a missing clamp. FAA deemed that while it “acknowledges the commenters’ concerns,” the “critical nature of the identified unsafe condition” makes it inappropriate to delay the final rule until Boeing completes drafting the two RBs. Delta Air Lines made a further request to complete on-wing repairs to comply with the AD, citing that “the action of removing and re-installing the shroud represents a significant maintenance burden, estimated at up to 300 labor hours.” The FAA answered that it was “unable to provide allowances for on-wing repairs of the damaged APU fuel line shroud since such repair procedures are not provided in the service information mandated by this AD.” “However, if an alternative procedure is available that would provide an acceptable level of safety, such a procedure can be requested for FAA approval,” concluded the agency. FAA looks to address potential fuel leaks from Boeing 737’s APU FAA issues directive to prevent Boeing 777 fuel tank explosions BY RYTIS BERESNEVICIUS 2023-03-01 Lukas Wunderlich / Shutterstock.com The United States (US) Federal Aviation Administration (FAA) issued a final rule Airworthiness Directive (AD), addressing a potential scenario where a fault current or a lightning strike could result in potential fuel tank explosions. Following the inspections of the fuel systems by Boeing, the FAA issued a notice of proposed rulemaking (NPRM) for all Boeing 777 models, requiring operators of the type to make changes to the aircraft’s fuel system. According to the AD, published on February 28, 2023, airlines flying any type of the 777 will need to install Teflon sleeves, cap sealing of fasteners, conduct detailed inspections, and impose corrective actions. “This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate more restrictive airworthiness limitations (AWLs),” read the directive. “The FAA is issuing this AD to address arcing inside the main and center fuel tanks in the event of a fault current or lightning strike, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane,” added the FAA. In total, the regulator received eight comments from various stakeholders, including the Air Line Pilots Association (ALPA), airlines, and Boeing itself. While ALPA supported the NPRM without change, other parties provided feedback regarding the directive. Adopting as proposed to ensure air safety However, following the revision and response to the comments, the FAA ruled that “air safety requires adopting this AD as proposed”. Airlines, including Air France, American Airlines, Emirates, FedEx, KLM, United Airlines, and the Original Equipment Manufacturer (OEM), Boeing, shared their views regarding the directive. For example, Air France, KLM, and United Airlines requested that the FAA mandate Boeing Alert Service Bulletin (SB) 777-57A0050, Revision 7, rather than Revision 6. That was because following the French airline’s discussions with the OEM, certain errors with the sixth revision would be corrected in the following SB. The FAA denied the motion, as “it is not known when Revision 7 will be available,” even if the agency is aware of the errors in Revision 6. Meanwhile, KLM specified that some technical details should not be included in the AD, because “it could possibly lead to confusion and mistakes by airline staff”. The FAA added additional information to clarify the location of the fasteners. FedEx asked the agency to add a section “Credit for Previous Action”, in order not to repeat actions required by previous SB Revisions. However, the FAA argued that actions carried out prior to the SB Revision 6 do not mean that airlines have already addressed the unsafe condition. Emirates requested that airlines could use alternatives to the Teflon sleeve, citing material shortages. For now, though, the agency does not allow the use of alternatives but will review them once Boeing or an operator submits an alternative method of compliance (AMOC) and will consider substitute materials “if sufficient data are submitted to substantiate that the change would provide an acceptable level of safety”. The AD affects 282 airplanes in the US, with a total cost of more than $14.05 million for all airlines. Per aircraft, the cost is up to $49,835, including $46,325 for labor and up to $3,510 for parts. Furthermore, the FAA noted that there could be additional costs to do the necessary corrective actions based on the inspections of the Boeing 777s. While the agency “has no way of determining the number of aircraft that might need these actions”, it estimated that the corrective actions would set back operators up to $5,720 per aircraft. The directive is effective April 4, 2023, and operators must adhere to the requirements identified in Boeing’s SB 777-57A0050, Revision 6, dated August 18, 2021, and carry out all applicable actions. Furthermore, carriers have 60 days after the effective date to adjust their maintenance and inspection programs, including the AWLs specified by this AD. FAA issues directive to prevent Boeing 777 fuel tank explosions Looking to prevent fuel tank explosions on the Boeing 747, FAA issues AD BY RYTIS BERESNEVICIUS 2022-12-30 Following inspections by Boeing plus reports received by the Federal Aviation Administration (FAA), the agency has issued an Airworthiness Directive (AD) for certain Boeing 747-400 and 747-8 aircraft that have an activated horizontal stabilizer fuel tank. Operators reported ‘wear-through of the motor impeller inlet adapter of a transfer pump for the horizontal stabilizer fuel tank caused by contact between the pump inlet check valve and the inlet adapter’, which prompted the FAA to issue the AD. It affects 28 aircraft currently registered in the US. Inspecting Boeing 747 tanks According to the agency, airlines noted the issue after ‘troubleshooting of fuel imbalance issues involving the main wing fuel tanks, which utilize the same pump design as the horizontal stabilizer fuel tank’. Subsequent investigations by Boeing resulted in the discovery of two fuel pumps that had sufficient wear on them to enable contact between the motor impeller inlet check valve flapper and the pump inducer. Further findings revealed 22 more worn pumps and ‘oscillations within the fuel flow around the pumps can cause the inlet check valve to vibrate as it is held spring-loaded against the inlet adapter of the pump,’ according to the FAA’s AD. If the wear is undetected or not addressed, it could result in steel-on-steel contact. Since there is ‘a period of operation during each flight with a fueled horizontal stabilizer fuel tank where the pump will run dry for a short period before the flight crew is alerted to shut it down, or the pump is automatically shut off,’ explained the AD, ‘if the wear on the inlet adapter is severe enough, the steel-on-steel contact can cause a source of heat and/or sparking within the fuel tank’. Ultimately, the heat and/or sparking, combined with flammable fuel vapors, ‘could result in a fuel tank explosion and consequent loss of the airplane,’ the FAA concluded. Compliance with the AD In order to comply with the directive, airlines will have to inspect the fuel pumps and report their results to the FAA. According to estimates provided by the regulator, the inspections of the motor impeller inlet adapter and inlet check valve on the left and right transfer pumps will take 12 work-hours. With an estimated cost-per-hour of $85, the price to airlines to complete the inspection will be $1,020 per Boeing 747, with an additional hour to report findings to the FAA. If operators have to replace the motor impeller inlet adapters, it will cost them $1,340 per aircraft, including labor ($340) and parts ($1,000), while the replacement of motor impeller inlet check valves will set them back $21,445 ($1,445 labor, $20,000 parts). Since the inlet check valves are not available as standalone parts, ‘this cost is for the pump housing, which contains the motor impeller inlet check valve’. The FAA noted that Boeing is currently working with its suppliers to make the motor impeller inlet check valve a standalone part. The AD is effective January 13, 2023, and is a final rulemaking. Airlines have 90 days after the effective date to implement the corrective actions and report their findings to the FAA. At the same time, the inspection reports required by the directive will help Boeing obtain more information about the issue, enabling the manufacturer and the agency to release a final action to address the unsafe conditions. The inspection reports could potentially help Boeing to address this problem in the main and center wing tanks, where the same pump design is used. Currently, the FAA has not discovered an unsafe condition of the pumps in the aforementioned fuel tanks. Looking to prevent fuel tank explosions on the Boeing 747, FAA issues AD FAA addresses unsafe Boeing 747 wing and landing gear condition BY RYTIS BERESNEVICIUS 2022-12-23 The Federal Aviation Administration (FAA) has issued an Airworthiness Directive (AD) to address two unsafe conditions on all Boeing 747 models. The new directive supersedes a previous notice that did not include the Boeing 747-8 and Boeing 747-8F. The AD, which is a final rulemaking, was published on December 22, 2022 . The Notice of Proposed Rulemaking (NPRM) was issued in September 2022, when operators of the aircraft and other interested parties had an opportunity to submit responses. The Air Line Pilots Association, International (ALPA) was the only organization to put forward their proposals, agreeing with the authority on the change without additional suggestions. Previously, the AD affected all Boeing 747s except for the latest iteration of the type. Lower trailing edge panels and landing gear beam end fittings of the Boeing 747 The FAA’s newest rulemaking addressed the unsafe conditions of two parts on the aircraft, namely the lower trailing edge panels of the left wing and a broken fuse pin of the landing gear beam end fitting. Prompted by damage discovered on both, the agency will now require operators to conduct additional inspections to identify cracked fuse pins, as it determined that ‘additional airplanes are subject to the unsafe condition’. The directive’s text also indicated that the NPRM, which has now resulted in a final rulemaking, ‘was further prompted by the need for new ultrasonic testing (UT) inspections for cracking of the fuse pin, and the determination that additional airplanes are subject to the unsafe condition’. ‘In the NPRM, the FAA proposed to continue to require repetitive replacement, or repetitive magnetic particle or surface high-frequency eddy current (HFEC) inspections, of certain fuse pins, and applicable on-condition actions’, the new AD continued. According to the regulatory body, it also suggested ‘the option for repetitive replacement of certain corrosion-resistant (stainless) steel (CRES) and steel alloy fuse pins at the wing landing gear beam end fitting; and repetitive magnetic particle inspections, or repetitive HFEC and UT inspections, for cracking of the fuse pin, and applicable on-condition actions’. The AD also added the Boeing 747-8 and Boeing 747-8F to the list of affected aircraft. According to the agency’s estimates, the directive will affect 207 aircraft that are registered in the United States (US). Furthermore, six potential actions need to be completed for the relevant aircraft to be airworthy. The FAA determined that the total cost for all US-based operators to replace the fuse pin would be $3.9 million, while the magnetic particle inspection can cost up to $844,560 per inspection cycle, as well as collective costs of $175,950 to complete surface inspections. All three of these aforementioned actions were retained from the preceding AD. The cost per aircraft is $19,060, $4,080, and $850 respectively, per replacement or inspection cycle, including parts and labor expenses. Three additional actions were introduced by the latest directive and airlines can choose which one they take to ensure the airworthiness of their 747s. A CRSE fuse pin replacement is estimated to cost $12,917 per cycle (total US operator cost of $2.6 million), steel alloy fuse replacement is priced at $13,603 per cycle (total US operator cost of $2.8 million), and surface HFEC and UT inspections can amount to $935 per inspection cycle (total US operator cost of $193,545). ‘A broken fuse pin will not support the wing landing gear beam, causing damage to the surrounding structure, including flight control cables and hydraulic systems, which could result in loss of controllability of the airplane’, concluded the FAA. Damage found at the lower trailing edge panels of the left wing warranted ‘repetitive inspections and optional repetitive replacement of certain corrosion-resistant (stainless) steel (CRES) and steel alloy fuse pins are necessary to address the unsafe condition’. FAA addresses unsafe Boeing 747 wing and landing gear condition Three area airplane mechanics receive national lifetime achievement awards - and are still soaring Karen Ferrick-Roman - Special to The Times Note: Be sure to see photos in the original article. CHIPPEWA TWP. – If 10,00 hours of practice could make a master airline mechanic, what do 50 years make? Five decades of work can add up to a nationally recognized Charles Taylor Master Mechanic, a Federal Aviation Administration award named for the Wright Brothers’ mechanic and a “blue package” of personal aviation history documented by the FAA. Even rarer than receiving one master airman award is to receive the Wright Brothers Master Pilot Award at the same time – like a Moon Township resident, one of three awardees, did on March 25. For the first time, the FAA safety team visited the Air Heritage Museum adjacent to the Beaver County Airport in Chippewa Township, not to peruse vintage planes and artifacts, but to honor these three elite airmen: Gregory Werking of Ohioville, Raymond Dougherty of Moon and double-award recipient Donald Mueller of Moon. “Everybody’s seen (the Tom Cruise film) 'Maverick,' but they can’t tell you about the people who keep them flying, who are trusted with their lives, literally,” remarked FAA safety team member and evening emcee Steven Steele before sharing the awardees’ life highlights. Werking, a 35-year Air Heritage member, also has the distinction of serving as the Air Heritage hangar chief, keeping the building and its equipment going while chasing down or making parts that he and other volunteers install in vintage planes. His current projects include the “Thunder Pig,” a C-123 used to transport troops and supplies in Vietnam, a behemoth whose wings almost stretch the walls of the hangar’s width. Another of Werking’s project planes is a Douglas D-3, once the workhorse of the aviation industry, an aircraft that has brought him full circle, as he started with D-3s at the outset of his career in 1960 and has returned to now at the sunset of his career. Werking’s hands are always busy, whether with museum-piece planes five days a week, a 1957 Chevy he restored, his airworthy 1959 Cessna 150 or the 26X26 “addition” he built onto his home. Under the influence of his Air Force veteran uncle, Werking joined the Air Force in 1960. In a literal tip of the hat to history, Werking wore a Lake Central Airlines ball cap at the ceremony in honor of the Indianapolis-based airline where he started shortly after receiving his airframe and powerplant license, lasting through mergers with Allegheny/US Air/US Airways. He credited wife Mary Ann with holding the home together through 17 years of midnight shift ― with three of four kids in diapers, at one point ― enabling his role as lead mechanic and later, in the sheet metal shop. Yet, for all his intimate knowledge about planes, he never had the urge to be a pilot. “When it’s 3 degrees, the wind is blowing and you change a brake, then see the plane taking off and airborne, that’s a lot of gratification. I was getting enough gratification as a mechanic. ... In 35 years at Air Heritage, some come, some go; some fly, some don’t fly yet. That’s gratification, too.” ___ Another veteran of the Vietnam War era, Raymond Dougherty looked to join the Army’s helicopter crew ― and was rejected. A month later, he was drafted and, in 1965, after his aviation mechanic training, he headed to Vietnam, flying 672 missions as a Huey helicopter crew chief/machine gunner. He collected nine Air Medals, awarded for heroism or meritorious service (“Most aviators go through life hoping to earn one,” emcee Steele noted), and spent the last years of his Army career on medical evacuations to Valley Forge Military Hospital. In 1973, three years after his Army discharge, he joined the PA National Guard at the 171st Air Refueling Wing in Moon as crew chief for the C-121, an aircraft for cargo and crew; and the KC-97 and KC-135 refueling tankers. He received his airframe and powerplant license, while at the 171st, where he eventually saluted his daughter, Michele Papakie, who retired as a lieutenant colonel from the air wing, and where her son also landed. Dougherty also had encouraged his daughter’s best friend, Judith McGrath, to join the 171st, secure her airframe and powerplant license, and advance in aviation quality assurance. Both Dougherty and McGrath retired from PA Air National Guard as chief master sergeants, the highest rank available to enlisted service men and women. But Dougherty was far from finished. He joined the FAA’s Flight Standards District Office in Pittsburgh as an airworthiness inspector for US Airways in 1990, eventually serving as assistant principal maintenance inspector for US Airways. That December, he was reactivated for what ended up being two tours in Desert Storm/Desert Shield. In 2001, he retired from the military with 28 years of service. On the FAA side, Dougherty stopped in the office on his way from an assignment in 1994, picked up a phone ringing after hours, and became the first FAA representative on the scene of the tragic US Airways Flight 427 crash in Hopewell Township. Dougherty retired from the FAA in January 2007 with 16 years of service. But then, as now, he still has jet fuel in the tank. He joined a Washington, D.C.-based aviation consulting firm, Joe Del Balzo and Associates, composed primarily of FAA managers. The consulting has taken Dougherty to locations such as Alaska, Hawaii, British Columbia, Mexico, Saudi Arabia and even the swamps of Carolina, although he now prefers to help establish safety procedures and controls for airlines and their personnel virtually. Dougherty remains a dedicated member of the Beaver County Special Unit, honoring his fellow veterans at 3,200 funerals since 2006. Looking back, he shares, “Everything fell in (line) for some reason. I can’t take credit for it myself, but I wanted to make things better.” — When Donald E. Mueller was 6, his lifelong interest in aircraft was sparked by his first plane ride with his father, a World War II flight training instructor. Mueller grew up just over a mile from the Niagara Falls airport and his leap to Niagara Airways shortly after graduating high school, then to the Air Force’s jet aircraft maintenance technician program seemed natural. After the service, Mueller attended Embry Riddle Aeronautical University, earning his associate degree in aircraft maintenance management as well as his airframe and powerplant license. He received a bachelor’s degree in vocational-technical education from the State University College of New York at Buffalo, then a New York State permanent teacher’s certificate. Armed with both hands-on and academic knowledge, he developed, then taught aircraft mechanics at Burguard Vocational High School in Buffalo. Always keeping an eye on the horizon, Mueller earned his commercial pilot license in 1975, followed by multi-engine and instrument licenses (trained by Mary Gaffaney, former world aerobatic champion). Employed at Eastern Air Lines for nearly a decade, Mueller filled a wide variety of positions — mechanic, technical instructor, weld shop manager, various turbine and motor shops work manager — closing his Eastern career as a shift manager, responsible for the production of 40 staffers in the Rolls Royce and General Electric motor shops. Mueller and his wife, Tillie, came to the Pittsburgh area in 1988 for work at US Air/ US Airways, first as foreman of powerplant inspections and receiving. From 1996 until his retirement in 2015 from what became American Airlines, Mueller was manager of powerplant inspections, responsible for supervising inspection staff in powerplants, stores and shops. As both a pilot and a mechanic, his work included interfacing with maintenance and pilot training. Truth be told, Mueller prefers his seat in the cockpit to his work in the hangar. “Flying is just something that gets in your blood,” said the owner of a Piper Cub J5-A, who’s flown in a T-33 (a subsonic jet training plane) and a Great Lakes biplane. “Not many people get to fly these planes, they’re so vintage and hard to find,” noted FAA emcee Steele. Mueller also loves to share his passion for flight. He’s participated in a Scouting program that introduced young people to airplanes, and proudly talks about his son, once a National Guard and Air Force pilot, managing a 33-hour nonstop flight to Libya, returning to pilot an Airbus A-300 for FedEx, when he’s not in his own Piper Cherokee 6. Mueller’s next achievement waits outside the Air Heritage hangar: a C-47 military transport that he strives to make airborne. “I touched every ribbon under the right wing, preparing for the paint job,” said the seven-year Air Heritage member. And there’s an F-4 jet interceptor/fighter/bomber that needs some work. “Hopefully,” Muller said, “I can help get these big birds going.” Always, for Master Mechanics, one more project waits in the wings. Three area airplane mechanics receive national lifetime achievement awards - and are still soaring Photo of the Day Wikimedia The Soviets displayed the ANT-25 flown by Chkalov from Moscow to Vancouver at their pavilion at the 1939 New York World's Fair. Another widely publicized feat was the Moscow–San Jacinto non-stop flight in a backup aircraft just three weeks after Chkalov's. This journey [ru], via the North Pole, covered 11,500 kilometres (7,100 mi) and ended in a dairy pasture outside of San Jacinto, California, after they had encountered fog conditions in San Diego and as far inland as March Air Force base in Riverside. The landing site is marked by California State Historical Landmark Number 989. Tupolev ANT-25 Curt Lewis