July 6, 2023 - No. 028 In This Issue : Airbus and EASA on the same page about the A321XLR Rear Center Tank : Go First Ditches Pratt and Whitney for the New CFM Engines : FAA Revises 5G Regulations For Rotorcraft In Final Rule : Autonomous drones may help Air Force slash aircraft inspection times : Airbus is Making Progress Toward its Goal of Hiring More Than 13,000 in 2023 : Rolls-Royce Announces New-Tech Small Turbine Engine Program : United said it needs to hire 7,000 aircraft mechanics as a looming shortage threatens to disrupt the industry : After replacing almost everything in my engine, why is there metal in my oil filter? : EXCLUSIVE LOOK AT THE BOEING SST MOCKUP Airbus and EASA on the same page about the A321XLR Rear Center Tank by Richard Schuurman Jun 22, 2023 | Airbus | Airbus and the European regulatory agency EASA agree in principle on the technical requirements for the Rear Center Tank (RCT) on the A321XLR. The regulator is satisfied that adding a protective liner to the fuselage will protect the tank from foreign object damage in case of penetration of the hull. Airbus and EASA on the same page about the A321XLR Rear Center Tank . An Airbus spokesperson confirmed to AirInsight that a Thursday report of FlightGlobal is correct. But he adds that the certification phase of the XLR is ongoing, but should be completed by the end of next year. Airbus was unable to confirm if the FAA is also approving the solutions for the RCT to add protection. In December, the US regulator set specific design requirements for the tank after a public consultation procedure. This included comments from Boeing, who raised concerns about the RCT configuration. The 12.900-liter tank that is immediately behind the main gear area gives the A321XLR its 4.700 nautical miles/8.700 kilometers range, something no MAX can do. Boeing said that during the consultation it thought that there could be a risk of fire in case of a gear failure and penetration. Another criticism is that passengers could be exposed to the cold from the tank when they are seated right on top of it. In an advisory circular of December, the FAA said that it will “require that the lower half of the airplane fuselage, spanning the longitudinal area of the tank, be resistant to fire penetration. “Resistant to fire penetration” will, for this special condition, mean that this area provides fire penetration resistance equivalent to the resistance which would be provided if the fuselage were lined with thermal/acoustic insulation that meets the flame penetration resistance test requirements.” Airbus says that it complies with this requirement by adding a structural reinforcement and internal liner to the RCT. Philippe Muhn, Executive Vice President for Programmes at Airbus, said in FlightGlobal that the three XLRs used for flight testing will be reconfigured to include the modifications to the tank. Go First Ditches Pratt and Whitney for the New CFM Engines BY BHAVYA VELANI July 5, 2023 Aerospace, Airbus, Airline News, Aviation News, Go First, Indian Aviation News, News, USA Aviation News MUMBAI- Despite its crisis, Bankrupt Go First (G8) is reportedly planning to introduce Airbus A320 family aircraft equipped with CFM engines once it resumes flight operations, according to sources cited in a media report. The choice is based on the proven reliability of these engines for the airline in the past, as per Livemint. Go First to Power Planes with CFM Go First, currently undergoing a voluntary insolvency resolution process due to financial constraints, ceased flying on May 3. In light of the ongoing situation, the airline is considering the CFM option and has engaged in preliminary discussions on this matter, as revealed by one of the officials familiar with the developments. When Go First suspended its operations in May, it attributed its financial turmoil and subsequent bankruptcy to the US engine manufacturer Pratt & Whitney. The carrier, owned by the Wadia Group, stated that the non-delivery of engines forced them to ground approximately half of their aircraft fleet, leading to a severe cash crunch and substantial revenue losses. “Based on the airline’s past experience, CFM-powered aircraft have demonstrated reliability during flight operations. They have proven more robust and dependable than Pratt & Whitney engines for Go First. Hence, the consideration of CFM engines,” shared a second source familiar with the situation with the publication. CFM engines are manufactured by CFM International, an equally-owned joint venture between France’s Safran Group and General Electric Co. of the United States. DGCA Conducting Audit DGCA has commenced a special audit of Go First (G8)’s facilities as the airline seeks approval to resume operations. A team of DGCA officials initiated the audit in Mumbai on Tuesday, as confirmed by an executive from the airline. The facilities audit will continue on Wednesday and on Thursday. Further, according to the executive’s statement to PTI, the regulator will conduct a similar assessment of Go First’s facilities in Delhi. The executive further mentioned that the audit report is expected to be submitted by the regulator on Thursday itself. Go First earlier suspended its flights on May 3. Subsequently, it has extended the cancellation of its flights until July 10, as announced on Tuesday. Earlier on July 1, 2023, the DGCA announced that it will conduct a special audit of Wadia-owned Go First (G8). The audit is scheduled to take place at Delhi and Mumbai Airports from July 4 to 6. Subsequently, it will primarily focus on safety-related aspects Further on the airline’s compliance with the requirements to hold an Air Operator Certificate (AOC). It will involve a physical verification of the arrangements made by Go First for the resumption of flight operations. This move comes as Go First aims to become the first major Indian carrier to resume operations under the country’s insolvency law. It is a feat yet to be achieved by Jet Airways (9W). FAA Revises 5G Regulations For Rotorcraft In Final Rule By Bailey Wood June 29, 2023 Helicopter operators must update their equipment or face operational limitations. On Jun. 22, 2023, the FAA finalized a rule that supersedes the current 5G airworthiness directive (AD 2021-23-13) for rotorcraft. This move was prompted by the expansion of 5G C band utilization by the telecommunications industry. Here is what the new rule says: • AD 2023-11-07 retains the current radio altimeter flight restrictions (see graphic below, right) but expands their applicability nationwide. • A minimum-performance threshold for radio altimeters on rotorcraft was established. • Operators have the option to retrofit or replace existing radio altimeters to meet the minimum-performance threshold and avoid the flight restrictions. • Operators that opt not to retrofit or replace their existing radio altimeters must update their operations and rotorcraft flight manuals (RFMs) by Jun. 30, 2023, and continue to comply with the flight restrictions. • Helicopter Association International (HAI) and its members, on behalf of 20 other aviation stakeholders, submitted public comments last month on the proposed rule. “Since 2017, HAI has been working closely on the 5G spectrum issue with regulators and a large group of industry stakeholders, including helicopter operators, OEMs, and radio altimeter manufacturers,” says John Shea, HAI senior director of government affairs. “When the FAA issued the notice of proposed rulemaking, we were able to quickly coalesce on several fundamental issues in our filing. The FAA addressed in the final rule several of the points raised by HAI.” “Our comments addressed technical corrections that were needed for the night-vision goggles (NVG) exemption to remain valid,” says Zac Noble, HAI director of flight operations and maintenance. “We commend the FAA for taking action to make the necessary amendments to the exemption, which provides relief for helicopter air ambulance operators. Technical corrections were also made to NVG exemptions granted for law enforcement, firefighting, training, and other operations.” Operators conducting NVG operations under exemptions are encouraged to review the details of the FAA’s decision (Exemption No. 18973B). In addition to the exemption, the final rule shifts from restricting radio altimeter operations in certain areas via NOTAMs to a blanket restriction covering the contiguous United States. “The 5G NOTAM’d airspace has been steadily increasing every month since January of 2021. The flight restrictions were already applicable throughout the overwhelming majority of the contiguous United States, but where and how far offshore they would apply needed additional clarity,” Shea adds. The FAA’s final rule indicates that contiguous US airspace applies 12 nautical miles (nm) from the coast, including from the islands of those states. It noted that interference could extend 20 nm beyond the boundaries of the airspace of the contiguous United States. The FAA expressed a willingness to collaborate with HAI and other stakeholders on sharing data regarding offshore 5G mitigation efforts. Operators can take no action with their existing equipment and obey the flight restrictions as specified in the rule. However, they have the option of installing filters that would permit current altimeters to meet the required performance threshold. Some operators may need to upgrade their altimeters in addition to installing filters. “It’s important to reiterate that retrofits and replacements are not mandatory for helicopter operators like they are for the airlines,” says Shea. “HAI requested that the FAA update the final rule to provide estimates for both retrofits and replacements, because that information is essential for operators to make an informed decision.” The final rule estimates that replacement radio altimeters could cost up to $40,000 per aircraft, and filter solutions could cost up to $10,040 each. However, the FAA noted that it considers the final rule for helicopters to be an interim action. “Standards for next-generation radio altimeters are currently being developed, and we fully expect the FAA to issue subsequent regulations,” Shea says. “Operators should keep in mind that a future rulemaking could mandate installation of equipment not currently available. “Fortunately, the FAA reauthorization bill that just passed unanimously in the House Transportation and Infrastructure Committee includes a grant program to provide federal funding for next-generation radio altimeters,” Shea continues. “HAI advocated for the inclusion of this provision, and we will continue to advocate for financial support and long-term solutions for federal spectrum management policy that protects aviation safety.” The impetus for the revised AD is a new 5G environment. After June 2023, approximately 19 additional telecommunication companies, apart from AT&T and Verizon, will commence their 5G transmissions in the C band. Initially, C band transmissions were limited to the frequency range of 3.7 to 3.8 GHz. These transmissions have now expanded to the range of 3.8 to 3.98 GHz, increasing the likelihood of potential interference with radio altimeters. The FAA foresees a rise in the deployment of transmissions at the higher end of this frequency range after Jul. 1, 2023. Autonomous drones may help Air Force slash aircraft inspection times By Colin Demarest Wednesday, Jun 28 Boeing’s autonomous aircraft inspection procedures, coupled with automated damage detection software, collects data during examinations and informs maintainers of deficiencies in an aircraft’s exterior. (Courtesy of Boeing) WASHINGTON — The U.S. Air Force is experimenting with a mix of drones, artificial intelligence and cloud collaboration to find ways to slash the time it takes to inspect aircraft for wear and tear. In trials backed by aircraft manufacturer Boeing and Near Earth Autonomy, a developer of drone operating systems, service technicians at Joint Base Pearl Harbor-Hickam in Hawaii are launching autonomous uncrewed aerial systems with mounted cameras to catalog the condition of Boeing C-17 cargo planes that transport heavy weapons and passengers. The goal is to reduce the complexity of aircraft checkups while also improving the accuracy and reliability of information. Whereas traditional exterior examinations can take hours and still miss tiny details, the drone-centric approach, fueled by pattern recognition and 3D models, is far quicker and feeds verified observations to a secure repository, officials said. “A preflight inspection right now can take up to four hours. We can do it in 30 minutes. That is a significant time savings for airmen and making sure that the aircraft is available, ready to go,” Alli Locher, a manager with Near Earth Autonomy, told reporters June 27 at an event in Virginia. “Eventually you’ll be able to just pull up a tail number, click anywhere on that 3D model of that aircraft and be able to see a history of images of that exact part you clicked on, from anywhere in the world over the life of the aircraft.” As the U.S. Defense Department prepares for potential fights in the Indo-Pacific region and Europe, the Air Force is pursuing a concept known as Agile Combat Employment. ACE envisions a hub-and-spoke layout of bases: some larger and fixed, some smaller and mobile. Such an approach will spread out human effort and know-how — resources already in high demand — so having a reliable, centralized means of collecting and evaluating the status of an aircraft will be all the more important, according to Scott Belanger, a Boeing Global Services executive. Boeing is the third-largest defense contractor in the world when ranked by defense revenue. “The pictures are, literally, instantaneously live, sent to a cloud environment, where they can be analyzed by Near Earth Autonomy software and our automated damage detection software,” he said. “We’re not trying to replace the human inspection. We’re trying to inform it. We’re trying to upskill that human inspection so when they do go on the tail, they’re not guessing: They know exactly what to bring, they know exactly what to expect.” In testing, the drones and associated routines have detected “up to 76%, 78% damage,” according to Belanger. While that’s a “high C,” he said, it beats out the human-only metric of 50%. Moving forward, Boeing and Near Earth Autonomy are eyeing more payloads for the drones, to potentially catch subsurface damage, as well as adding more aircraft to the inspection roster. Lockheed Martin’s C-5 plane was most recently programmed, according to Locher. Boeing’s KC-135 and KC-46 could be next. “Our secret sauce here, that we use, is we have an autonomy back end on this drone that always knows where it is relative to the aircraft, not the environment around it,” Locher said. “With that, you can pretty much run any sensor and get a map of that sensor.” Airbus is Making Progress Toward its Goal of Hiring More Than 13,000 in 2023 BY BHAVYA VELANI July 3, 2023 in Airbus, Aviation News, International Aviation News, News PARIS- Airbus, the leading aerospace company, is actively seeking passionate individuals to join the thriving aerospace sector as it aims to recruit over 13,000 people worldwide in 2023. Despite the challenges the labor market poses, more than 7,000 positions have already been filled, highlighting the company’s appeal. Airbus Hiring Goals in 2023 With plans already in motion, Airbus is committed to filling the remaining positions with new hires. They will play a crucial role in supporting the company’s production ramp-up and decarbonization ambitions. Thierry Baril, Airbus’s Chief Human Resources & Workplace Officer, expressed satisfaction with the recruitment efforts. Subsequently, He emphasized their role in shaping the future of sustainable aerospace. The company offers thousands of job opportunities in manufacturing, engineering, and other activities aligned with Airbus’ long-term objectives. These include cybersecurity, software engineering, and the development of new propulsion technologies such as hydrogen, cryogenics, and fuel cells. Airbus recognizes the importance of attracting diverse talents. Further, it is focused on training and developing the best individuals in order to drive innovation in the industry. Airbus is Making Progress Toward its Goal of Hiring More Than 13,000 in 2023 | Photo: Airbus Empowering the Next Generation A significant portion of the recruitment drive will be dedicated to recent graduates. Further demonstrating Airbus’ commitment to nurturing young talent. In line with this goal, the company has extended its partnership with the Georgia Institute of Technology for another five years through the Airbus Academic Program. Additionally, Airbus has expanded its academic partnerships with 42 business schools and universities worldwide, fostering potential synergies in the aeronautical sector and cultivating the next generation of aerospace professionals. With a current global workforce of over 134,000 employees, Airbus has been awarded Top Employers certification in Europe, North America, and Asia Pacific by the Top Employers Institute. This certification recognizes the company’s commitment to excellence in people management and HR policies. As Airbus continues to expand its operations and pursue ambitious goals, the company invites individuals passionate about aerospace to join its dynamic team. With numerous opportunities available and a strong commitment to innovation and sustainability, Airbus offers a compelling career path in the aerospace industry. Apply now at Airbus Careers and be part of the exciting journey that will shape the future of aviation. Airbus Adds New and Final Beluga XL to its Staggering Fleet European plane maker Airbus has revealed the new and final Beluga XL fresh out of the paint shop. Further, it is the sixth aircraft added to its whalish fleet of Belugas. Rolls-Royce Announces New-Tech Small Turbine Engine Program By Mark Phelps Published: June 20, 2023 Rolls-Royce (R-R) announced yesterday, June 19, it is ready to begin testing on a small, as yet unnamed gas turbine engine designed specifically for hybrid-electric flight. The target market includes electrical vertical takeoff and landing (eVTOL) aircraft for urban air mobility, as well as regional “commuter aircraft” seating up to 19, according to R-R. The gas-turbine engine is said to be part of a developmental turbogenerator system. “The turbogenerator system will complement the Rolls-Royce Electrical propulsion portfolio by delivering an on-board power source with scalable power offerings between 500kW and 1200kW [roughly equivalent to 670 to 1,600 shaft horsepower], enabling extended range on sustainable aviation fuels (SAF) and later, as it becomes available, through hydrogen combustion,” R-R said in an announcement released during this week’s Paris Air Show. Rolls-Royce currently holds manufacturing rights for the M250, originally developed in the late 1950s as a helicopter (turboshaft) engine. The company said new technology applied to its latest project engine enables a “step change in efficiency” for small gas turbines. “The turbogenerator can be used in serial or parallel hybrid applications,” said R-R, adding, “It is well suited to recharge batteries as well as provide energy to electrical propulsion units directly and therefore enables aircraft to switch between power sources in flight.” Trials will be conducted at Rolls-Royce’s test facility in Dahlewitz, Germany, near Berlin. Testing will also include running the engine on sustainable aviation fuel SAF “in the coming months.” The German Ministry for Economic Affairs and Climate Action is contributing to funding the research and development of the turbogenerator hybrid-electric technology involved in the Rolls-Royce project. United said it needs to hire 7,000 aircraft mechanics as a looming shortage threatens to disrupt the industry TAYLOR RAINS JUN 27, 2023, 22:14 IST A looming shortage of aircraft maintenance technicians could create operational difficulties, with regional carriers likely to feel a greater impact • United Airlines is hiring over 7,000 aircraft maintenance technicians amid a looming mechanic shortage. • Consulting firm Oliver Wyman estimates the industry will need between 43,000 and 47,000 new technicians by 2027. United Airlines is taking a proactive approach to the looming aircraft mechanic shortage. On May 3, Kate Gebo, United's EVP of human resources and labor relations, told media the company is planning to hire over 7,000 aviation maintenance technicians "over the next couple of years" in preparation for a potential lull in available workers. "Let me be honest, in this highly competitive job market, our biggest challenge has been hiring for this core function," she said, noting the roles do not require a college degree. Since January, United has hired 850 technicians — which is more than half of what the company hired in 2022. To create an even larger pool, the carrier has launched a 36-month internal maintenance program called Calibrate. Currently, the apprenticeship is only available to current employees but will soon be open to the public, While United is on an aggressive hiring campaign, Gebo said the move is not to address a current shortage of qualified mechanics — but rather to prevent one from happening. "Our workforce is very senior, and about 40 to 50% of our technicians are retirement eligible," she told media. "Having said that, because there is not a mandatory retirement age, a lot of them are staying with us and they enjoy the growth that we're experiencing. " According to Boeing's Pilot and Technician Outlook published in July 2022, the planemaker expects the industry will need 610,000 technicians by 2041. This is 8,000 more than the estimated 602,000 pilots needed. A recent report from consulting firm Oliver Wyman projects the shortage will start occurring this year. Specifically, the study estimates the aviation industry will have a shortage of 12,000 to 18,0000 technicians in 2023, blaming retiring Baby Boomers and a low supply of Generation Z workers. This could increase to over 47,000 workers — a 27% deficit — by 2027, though the firm says its most realistic estimate is about 43,000. The lack of mechanics is expected to have effects similar to the pilot shortage, which has caused thousands of flight cancelations and forced airlines like American and United to ground regional aircraft. "The imbalance of supply and demand will persist and even worsen over the next 10 years," the firm said, emphasizing airline profitability could be at risk. However, Jonas Murby, a principal at AeroDynamic Advisory, says the industry is already in the thick of it. "We started seeing it right before COVID, but then we didn't see it because there was such a low level of activity during the pandemic," he explained. "But COVID exacerbated everything because workers retired, and some of the young people got furloughed and then got a job elsewhere." Murby further said the lack of workers is likely to impact operations. But, he explained regional airlines will feel the impact more quickly as many mechanics see smaller carriers as a gateway to mainline ones like United. A similar problem has been exhausting the regional pilot supply, and one way airlines have attracted more talent is by increasing wages. Murby says the same may need to happen for mechanics — but it won't be easy. "The problem is now that cost structure is up due to the pilot salaries," he explained. "Do the airlines really have the ability to raise the salaries for the technicians?" In addition to raising pay, Murby said companies could follow China's lead and automate as much as possible. "I recently spoke with aircraft maintenance company Gameco in Guangzhou and they said they automated the entire paint stripping line just because of the mechanic shortage," he told Insider. "I think this type of automation can really help increase the productivity of the existing people." After replacing almost everything in my engine, why is there metal in my oil filter? By Paul McBride June 21, 2023 Question for Paul McBride, General Aviation News’ engines expert: I’ve inherited the infamous Lycoming O-320 H2AD engine. In 2022, I had a prop strike — no damage to the engine — but did a bulk strip and nothing amiss. The engineer did notice the small-bore lifters were pitted and, of course, recommended replacing. As you’d be aware, the narrow bore lifters aren’t made any more, so I went down the path of a new crankcase, had the additional oil grooves put in, and new larger lifters, cam shaft, and replaced the rings. As we’re in Australia, the engineer also sent the camshaft overseas to have the oil tappets drilled for better lubrication. Of course while we were at it we replaced basically everything else — the starter, alternator, prop, belt, mags, harness, baffle kit, plugs, air intake, exhaust, and harness. I should have bought a new engine! The run-in process was followed meticulously. The aircraft has been running like a dream. It has flown 34 hours since this major work but on the recent service, very fine metal (a super fine dust-like metal) was noted in the filter. The mechanic has removed the engine and it is now back with the engine engineer for inspection. I have not heard from the engine engineer as to what, if anything, has been found, but he is already blaming the mechanic for not flushing the oil cooler when the original engine work was done and wear was found on the lifters. The mechanic is already blaming the engineer for making a mistake. As for the cooler, I am inclined to just replace it regardless, as I don’t know its history, except that it was installed in 2005. I also note when looking up the part number that it is for a Maule or Piper and not a Cessna 172N. Some in our aeroclub have recommended going for a larger cooler than the “proper” part number as we live in a hotter climate. Temps are 23°F in the winter to 120°F in the summer. Do you have any thoughts on coolers? Ben Smith Paul’s Answer: Well Ben, I’m not sure where to begin with this one. You’ve done so many things correctly, but on the other hand, let’s just say you could have done a little bit more. First, after suffering the prop strike, you did the proper thing by removing the engine and having it completely inspected. Stepping up and buying a new crankcase utilizing the large diameter tappets was another good decision. So far, everything is good! I am familiar with the work done to the camshaft and would guess it may have been sent to New Zealand for that modification, which by the way has never been approved by Lycoming, but it has been approved locally by the proper authorities. Personally, I’m not certain if it provides any added benefits, but I also feel that it probably does no harm. At this point, I’d say you’ve done everything correctly even to the extent of going above and beyond what may have actually been required. As they say in Australia, good on you! Now comes the difficult part: After 34 hours of operation you’ve found some very fine metal dust. There is no doubt in my mind that you are suffering the results of not installing a new oil cooler and new oil lines at the time the engine was reinstalled. Believe me, you are not the first to experience this situation — and certainly will not be the last. However, since you have already returned the engine to the engineer for further inspection, I hope his inspection will conclude that no harm has been done. If the information you provided is accurate, and the contamination is just some very fine dust, you may be able to save the engine without much additional expense. If the inspection shows no serious contamination, the next step is to flush the engine as good as possible, and then install a new oil cooler and all new oil hoses. Following that, I’d suggest doing an oil and filter change within the next five to 10 hours and inspect the oil filter very closely. Fly another 10 hours and do it again. What we’re looking for is if the engine is still manufacturing metal or not. My hope is that the fine dust will be less and less, but these results will dictate whether or not you’ve caught the cause of the contamination in time. I honestly believe you can possibly save it. Now, let’s approach the blame game. I can tell you from experience that replacing the oil cooler and hoses when contamination is found in an engine becomes a financial decision on behalf of the owner, on the recommendation of the facility doing the work. However, the final decision should fall on the shoulders of the facility or individual signing the engine off to return to service. Taking your situation in hand, the water has already gone under the bridge, so there is nothing to be gained by pointing the finger at someone now. There is, however, a lesson to be learned by all parties involved and that is not to be caught in this situation again. My advice to all who have or will experience metal contamination in an engine: Replace the oil cooler and hoses rather than taking a chance. Even if the cooler can be flushed, why not just go with a new one? EXCLUSIVE LOOK AT THE BOEING SST MOCKUP by Andreas Spaeth June 28, 2023 Note: Please see a wonderful display of videos and photos in the original article. We have an exclusive look at the Boeing SST which was the US competition to the Concorde. It was the 1960s and America was on a race to the moon, a race to build a supersonic airliner and a race to build the world’s biggest passenger aircraft and first widebody, the 747. All at once. Those were the times when everything seemed possible, even at the same time. “We were going to the moon … and there was just this whole belief in America that there was nothing we couldn’t do, that whatever we set ourselves to, no matter how much it cost or how much work it was, there were no limits,” says Boeing historian Michael Lombardi (pictured below). “The SST is a symbol of that period when we could do anything we were planning on doing, and it was the biggest program at Boeing. Other than Apollo, [the SST] was the biggest aerospace program in America,” according to Lombardi. “We wanted to go to the moon and built the 747, but the Boeing 2707 was always the number one project at Boeing. Joe Sutter, the ‘father of the 747’, frequently complained about how difficult it was to get engineers to construct his aircraft, as everyone was always busy with the SST.” While the moon landing and the 747’s first flight, both in 1969, were huge milestones of success and America’s technological supremacy of the era, still cherished to this day, not all was glorious. In fact, trying to build a giant supersonic airliner (above) carrying almost 300 people at Mach 3, three times the speed of sound, ended up in an equally gigantic failure. After spending about US$1bn, Congress cancelled the program in 1971. It was dubbed “the most expensive aircraft never built”, as technology was simply not up to it yet. Despite many learning effects that found their way into later Boeing models, such as glass cockpits with LCD screens, the only visible remainder was a huge, original-size mock-up of the Boeing SST or Boeing 2707. In fact, there have been two such mock-ups in the second half of the 1960s. In September 1966, the first giant mock-up of the Boeing 2707-100 was unveiled (top picture) in a hangar at East Marginal Way in Seattle, close to Boeing Field. (See the video below) It showed the original design with swing wings and a two-part droop nose, both functions could actually be demonstrated on the model. Its cabin was equipped with 277 seats, “The Monster”, as the oversize model was dubbed, quickly became a local attraction. Boeing regularly offered general public tours, and people then queued up patiently in long lines in front of the huge hangar doors. Above: Boeing chief SST designer Maynard Pennell. However, in 1968 it had become clear that any practical way to use adaptable swing-wings still needed many years of technological progress, and that the only way to get an SST in the air in the medium-term future was to drop them altogether. So in October 1968, Boeing announced it would equip its 2707-300 with a conventional delta wing instead, a radical simplification of the design. In September 1969, building yet another original-size mock-up started, now of the 2707-300, as well as preparations to build two prototypes, two years behind schedule. As the first mock-up, it just featured one wing (the left), as it was built with one side to the wall, with the fuselage measuring 91 meters (300 feet) in length. There was one important difference between the two mock-ups: “While the yellow swing-wing mock-up was a class 2 mock-up with lots of wood in it, the last delta wing 2707-300 version mock-up was all aluminium and almost exactly built like a production aircraft,” explained Michael Lombardi in an exclusive tour to Airlineratings.com While any traces of the first mock-up have been lost since the second one went on a bizarre odyssey after the termination of the program was announced. It was first kept by Boeing for over a year, in the faint hope that it might be revived. In a 1972 sealed bid auction, a Nebraska-based millionaire bought it then for US$31,119, as the Orlando Sentinel reported, dreaming of creating an aviation museum around it for which he chose the Orlando area. In January 1973, the flightless aircraft was taken apart and transported to Kissimmee, Florida on seven railroad cars, where it was “reassembled on a huge concrete slab that had been poured in a cow pasture 15 miles east of Disney,” as the paper noted. On July 4, 1973, the SST Air Museum opened. After being an initial success, attendance declined and the museum closed again in 1981. Following some legal wrangling it was sold to a church, which used the former museum for services until 1988. In 1989, another church bought it, the entire SST still inside, and the Pastor initially enjoyed preaching in front of a full-size aircraft replica inside. But then the congregation had massive extension plans for the building, and in 1990 wanted the SST out. From here things get a bit murky. Some dismantled parts of it ended up in a Florida swamp, while the cherished nose section including the droop nose found its way to another museum. It was the late Stan Hiller, an early helicopter innovator, who bought it and moved what was left of it to his Hiller Aviation Museum south of San Francisco, sometime around 1998. Here, there were even regular demonstrations of lowering the nose section. After about 15 years in San Carlos, California, a deal was struck between the Hiller Aviation Museum and the Museum of Flight in Seattle, resulting in the 27 meters (90 feet) front section finally coming full circle in April 2013 back to Seattle, where it was stored at the restoration facility of the Museum of Flight in Everett, away from the larger public’s eyes ever since. Curt Lewis