September 13, 2023 - No. 038 In This Issue : Southwest Air is first major carrier to confirm removing an engine part that may have been fake, as supplier scandal grows : Initial Testing Of New Smokeless And Quieter Engines For B-52J To Be Completed By End Of Year : Benefits and Downsides of Geared Turbofan or GTF Engines : Fake components went into 68 jet engines, including ones on Boeing 737 and Airbus A320 planes, says lawsuit : CFM Suit Seeks Information Linked To Parts Broker’s Falsified Records : How GE's Sensiworm is changing aerospace maintenance : H2FLY completes world’s first piloted flight of a liquid hydrogen powered electric aircraft [Video] : EASA warns of storage-related battery drain on all Airbus aircraft : EASA is addressing potential Airbus A330/A340 landing gear collapses : FAA addresses potential Airbus A330ceo engine inlet failures : FAA warns against running 737 MAX’s anti-ice system in dry air Southwest Air is first major carrier to confirm removing an engine part that may have been fake, as supplier scandal grows BYMARY SCHLANGENSTEIN AND RYAN BEENE September 8, 2023 at 6:53 PM CDT Southwest Airlines pulled questionable parts from a jet engine on one of its planes after being notified by suppliers, making it the first major carrier to publicly confirm their use on a commercial aircraft. A review by suppliers the carrier didn’t identify found “suspect parts” in an engine used on a Boeing 737 NG, Southwest said Friday in an emailed statement. The components — a pair of low-pressure turbine blades — came from AOG Technics and were replaced out of an abundance of caution, it said. Representatives for AOG could not be reached for immediate comment. Aviation regulators in Europe determined AOG supplied parts for the repair of CFM56 engines, the world’s best-selling turbine, with falsified documentation, Bloomberg News reported last week. Initial Testing Of New Smokeless And Quieter Engines For B-52J To Be Completed By End Of Year September 8, 2023 Military Aviation DAVID CENCIOTTI Rolls-Royce is on track to to complete initial F130 engine testing for the United States Air Force B-52J Stratofortress by the end of the year. Testing of the new engines for the B-52J continues. According to Rolls-Royce, the initial F130 testing will be completed by the end of the year. Continued Rapid Twin Pod testing at the company’s outdoor test facility at NASA Stennis Space Center in Mississippi, “have accomplished all of Rolls-Royce’s initial goals and allowed for the gathering of unprecedented amounts of data early in the program, further de-risking the integration of the F130 engine onto the B-52J.” Rolls-Royce announced it launched F130 engine testing on Mar. 1, 2023. The RR F130 engines were selected in 2021 to replace the bomber’s Pratt & Whitney TF33-PW-103s, used on the Stratofortress fleet since the 1960s. The TF-33 engine will no longer be supportable beyond 2030, so the B-52 Commercial Engine Replacement Program was kicked off in 2018, with GE Aviation, Pratt & Whitney and Rolls-Royce competing for the contract. The winning offer from Rolls-Royce is the military version of the BR725 engine used by the Gulfstream G650 business jet and already powering both the C-37 and E-11 BACN in service with the U.S. Air Force. F130 twin pod testing at NASA Stennis Space Center in Mississippi (Rolls-Royce) Candice Bineyard, Director, Programs – Defense at RR said in a public statement: “We are thrilled with the progress we have made with this milestone testing program. The engines are operating perfectly so far – matching all of our predictions on inlet performance. We look forward to continuing our close collaboration with the Air Force and Boeing as we complete testing at NASA Stennis Space Center and prepare for Critical Design Review,” Rolls-Royce is on track for Critical Design Review to begin in the first quarter of 2024. Ground and flight test of the engines is currently on track to start on time in 2024 through 2026. The Air Force plans to finalize integration activities and deliver the first lot of B-52 modified aircraft in the 2026-2027 timeframe, with initial operational capability expected in 2030. The new engines are expected to remain on the B-52 for the reminder of the aircraft life, through at least 2050 increasing fuel efficiency and range, reducing emissions in unburned hydrocarbons, and significantly reducing maintenance costs. Some wondered why the U.S. Air Force did not choose to use four larger turbo fans instead of eight smaller ones. Among the reasons that barred the four-engine solution there are the limited takeoff clearance they would have provided and the need for a more radical redesign of the engine/wing/pylon interface, resulting in a more complex and riskier conversion. Anyway, compared to the current TF-33s, the new F130 will be much quieter and produce only minimum smoke: in other words, the B-52J will not be characterized by the long and dark smoky trail that has become a distinguishing feature of the iconic strategic bomber. B-52H departing from Andersen Air Force Base, Guam (U.S. Air Force photo by Senior Airman Jacob M. Thompson) As happend with the B-52G, when new engines were the main reason the B-52G was redesignated as B-52H in 1962, with the new F130 engines, the Stratofortress will be given the designation B-52J. B-52G MITO take off (USAF) Along with the new engines, the B-52Js will embed other interesting upgrades: the bomber is to get a modified variant of the F/A-18EF Super Hornet’s APG-79 AESA radar; a more streamlined profile and a cleaner look with the removal of the blisters that currently house the AN/ASQ-151 Electro-Optical Viewing System (EVS); two large humps over the fuselage, near the wing roots, that could be used to host classified equipment (possibly associated with wideband satellite communications systems); and a cockpit upgrade, with “new 8 x 10 digital displays, hybrid mechanical-to-digital throttle system, new data concentrators units (2x), new engine fault maintenance recorder, new engine air data system (and) modified system panels. Benefits and Downsides of Geared Turbofan or GTF Engines June 29, 2023 Mond Ortiz We’ve all heard the recent news about the grounding of several Airbus A320neo family jets in the Philippines and elsewhere around the globe. Reports attribute these disruptions to a shortage of components for their Geared Turbofan (GTF) engines. Considering these are newer models leveraging the latest technology, you’d naturally expect them to be more reliable than their predecessors using conventional turbofan engines. So what makes these GTF engines, adopted in modern jet airliners like the Airbus A320neos, so distinct and yet more prone to maintenance? Let’s peel back the layers of GTF technology and understand its strengths, its pitfalls, and the reasons behind the maintenance challenges. Understanding GTF Engines and Their Role in Modern Aviation Airbus A320neo and Boeing 737 MAX, among the most advanced commercial jetliners, both employ GTF engines. However, the A320neos are unique in offering two GTF options, the PW1100G and the CFMI CFM LEAP-1A. The Boeing 737 MAX uses a single type of GTF, the CFM LEAP-1B. Each engine has its unique selling points, with the PW1100G excelling in fuel efficiency and the CFM LEAP demonstrating superior reliability. In the Philippines, both Philippine Airlines and Cebu Pacific opt for PW1100G GTF engines for their A321neos and A320neos. The AirAsia group’s A320neos and A321neos, on the other hand, are powered by CFM LEAP-1A GTF engines. Breaking Down the Mechanism of GTF Engines A geared turbofan is a specialized type of turbofan aircraft engine, equipped with a planetary gearbox situated between the low-pressure compressor/turbine and the fan. This strategic placement allows each component to spin at its optimal speed. The primary advantages of this design include substantial reductions in fuel consumption and operating noise. However, these benefits come with a trade-off – increased weight and complexity. A traditional turbofan engine consists of a single “low-pressure” or LP shaft connecting the fan, the low-pressure compressor, and the low-pressure turbine. This design necessitates a cap on the maximum speed for the larger radius fan, which limits the rotation speed of the LP shaft, and consequently, the LP compressor and turbine. In high bypass ratios, this calls for additional compressor and turbine stages to maintain optimal efficiency levels. In contrast, a geared turbofan employs a planetary reduction gearbox between the fan and the LP shaft. This design allows the LP shaft to operate at higher rotation speeds, cutting down the need for additional stages in the LP turbine and the LP compressor. The resulting improvements in efficiency and weight reduction, however, are slightly offset by the weight of the gearbox and the heat produced within it. Furthermore, there are considerations regarding manufacturing cost and reliability. GTF engines’ ability to run at lower fan speeds enables higher bypass ratios, leading to reduced fuel consumption and significantly less noise. The BAe 146, equipped with geared turbofans, remains one of the quietest commercial aircraft. Bin im Garten | Wikimedia Commons The Challenges Faced by GTF Engines Despite their superior technology and benefits, GTF engines, such as the PW1100G, have been plagued by issues ranging from oil leaks and inflight shutdowns to higher maintenance cycles. Compared to the robust CFM56 conventional turbofan engines, which require maintenance only after 20,000 cycles, the PW1100G necessitates maintenance every 6,000 cycles. However, manufacturers like Pratt & Whitney are consistently working towards enhancing the durability and reliability of their GTF engines. Notable progress includes the introduction of the latest- configuration Block D hardware, currently deployed in sixty percent of the fleet and projected to cover over ninety percent within the next two to three years. Block D enhancements comprise improved hot section durability, new erosion coatings, and the extension of rotating part lives. ThePrint | Wikimedia Commons Significant strides have also been made in reducing engine removal rates on the PW1100G-JM for the A320neo family, thanks to a new oil seal design. Similar updates, categorized as Block D.1, are expected to be available in 2024 for the PW1500G and PW1900G engines serving the Airbus A220 and Embraer E2-series. Moving Forward with GTF Technology GTF engines, despite their occasional challenges, represent a leap in aviation technology that is here to stay and continue to evolve. Key players such as Pratt & Whitney and CFMI remain committed to enhancing the overall performance of GTF engines, spanning fuel efficiency, operational efficiency, and maintenance costs. As technology continues to evolve, we can expect GTF engines to become even more integral to modern aviation. Fake components went into 68 jet engines, including ones on Boeing 737 and Airbus A320 planes, says lawsuit BYRYAN BEENE AND BLOOMBERG September 8, 2023 at 2:49 PM CDT CFM International Inc. says 68 jet engines were fitted with spare parts backed by fraudulent documentation from a little-known UK-based supplier, a sign that fake components may have been installed on certain older-model aircraft. The finding was included in a lawsuit filed by the joint venture of General Electric Co. and Safran SA in the UK against closely held AOG Technics Ltd, according to a statement from CFM. The suit seeks an injunction to force AOG to provide more information to aid the aviation industry’s search for suspect components. “Safety is our first priority, and we are taking aggressive legal action against AOG Technics to accelerate the industry’s ability to identify parts sold by this third-party with falsified documentation,” a CFM spokesman said in a statement. Representatives for AOG could not be reached for immediate comment. The development provides the first hint at how many older-generation Airbus SE A320 and Boeing Co. 737 aircraft may have been fitted with spare parts that London-based AOG allegedly sold with falsified airworthiness records. It’s unclear whether additional engines may have used unauthorized replacement parts. Aviation regulators in Europe determined AOG supplied parts for the repair of CFM56 engines, the world’s best-selling turbine, with falsified documentation, Bloomberg News reported last week. The proliferation of undocumented parts has sent shock waves through an industry where every component requires verification to ensure aircraft safety. Without such assurance, it’s impossible to know how durable uncertified parts will be under stress. Regulators, airlines and other industry players have since been scouring their records to hunt down the suspect components sold by AOG, the obscure supplier at the center of the crisis. AOG has no direct affiliation with CFM or its partners. To date, CFM and GE Aerospace have found 78 documents they say are falsified and which cover 52 CFM56 engine part numbers, along with two faked records for CF6 components. No incidents linked to the suspect parts have been identified, the companies have said. The European Union Aviation Safety Agency earlier this week determined that the components backed by forged documentation included turbine blades, a critical component of an aircraft’s propulsion system. “We remain fully engaged with aviation regulatory authorities to support their investigations into AOG Technics, and we continue to work with our customers to assess the authenticity of documentation for parts they acquired directly or indirectly from AOG Technics,” the CFM spokesman said. CFM Suit Seeks Information Linked To Parts Broker’s Falsified Records Sean Broderick September 08, 2023 CFM International is seeking court assistance to force broker AOG Technics to hand over documentation on some parts it has sold as well as any CFM and GE parts in its possession as part of industry’s effort to understand the scope of an apparent records-falsification scheme. The GE Aerospace-Safran joint venture’s lawsuit, filed Sept. 7 before proper Courts of England and Wales, seeks a mandatory injunction that would force AOG Technics to hand over both parts and transaction documentation. So far, 68 engines have been identified as having parts sold by the UK-based broker with falsified records, CFM confirmed. The probe has discovered a total of 78 falsified records—77 European Union Aviation Safety Agency (EASA) Form 1s and one Civil Aviation Administration of China Form AAC-038 airworthiness approval documents—linked to CFM56 parts. Two fake FAA 8130-3 forms linked to CF6 parts have also been uncovered. All of the records were passed off as originating from GE, Safran, or CFM, and attached to parts sold to AOG Technics. None of the companies has any affiliation with the broker. CFM continues to work with operators and maintenance providers to validate any documentation supplied by AOG Technics. “Safety is our first priority, and we are taking aggressive legal action against AOG Technics to accelerate the industry’s ability to identify parts sold by this third-party with falsified documentation,” CFM said in a statement. “We remain fully engaged with aviation regulatory authorities to support their investigations into AOG Technics, and we continue to work with our customers to assess the authenticity of documentation for parts they acquired directly or indirectly from AOG Technics.” A maintenance shop in July flagged parts bought from AOG Technics as having suspicious paperwork. The documentation, allegedly produced by the manufacturer and provided by AOG Technics, said they were new CFM parts, but the shop thought they looked used. CFM confirmed the documents—needed to authenticate the parts as airworthy—were false. CFM and GE notified industry and regulators, kicking off a search for any parts sold by the broker. EASA has confirmed that AOG Technics was falsifying records on parts the broker sold. As of Sept. 7, the company had not provided any additional information to help explain the situation. Neither EASA nor CFM would say what types of parts are involved. CFM confirmed that none of them are life-limited parts, the 20 or so disks, shafts, and other engine parts that are among the most critical and expensive. None of the unapproved parts have been linked to any in-service incidents, the company added. Both EASA and the UK Civil Aviation Authority issued “suspected unapproved parts” notices in early August. It is not clear whether either regulator has taken any subsequent action against AOG Technics. The FAA has not issued any public notices related to AOG Technics and declined to answer specific questions. “Speaking generally, the FAA investigates suspected unapproved parts cases through our Continued Operational Safety process,” the agency said. A Sept. 8 Bloomberg report said multiple online profiles of alleged AOG Technics employees, including its chief commercial officer, that listed significant aviation experience appear to be fake. Calls to companies listed in the profiles, including several airlines, determined the employees never worked there, the report said. How GE's Sensiworm is changing aerospace maintenance Sensiworm promises to dramatically reduce the downtime of aircraft by enabling on-wing engine inspections and even repairs without the need for disassembly. Rizwan Choudhury Created: Sep 08, 2023 07:33 AM EST GE Aerospace’s Sensiworm (Soft ElectroNics Skin-Innervated Robotic Worm) Source: GE Research/YouTube Imagine a future where the tedious and invasive procedures of inspecting and repairing jet engines are as streamlined as minimally invasive surgeries have become in the field of medicine. GE Aerospace has introduced something similar with transformative potential for the aerospace industry. Sensiworm (Soft ElectroNics Skin-Innervated Robotic Worm) is GE Aerospace's answer to the age-old conundrum of how to examine and service complicated aerospace equipment without having to take it apart. Traditional methods, which involve operators using high-tech video borescopes, often fall short. Enter Sensiworm, a soft robot that can give mechanics unparalleled access to a jet engine's inner workings without disassembling it. A smart and highly sensitive soft robotic worm designed to venture inside jet engines and conduct intricate inspections. H2FLY completes world’s first piloted flight of a liquid hydrogen powered electric aircraft [Video] Scooter Doll Sep 7 2023 - 1:12 pm PT Zero emission aircraft powertrain developer H2FLY is celebrating a major milestone in what it is hailing as a world’s first. The company has successfully piloted a flight of an electric aircraft powered by liquid hydrogen rather than gas, opening a new door of opportunity for zero-emissions long distance flights. H2FLY is a Stuttgart, Germany-based company that specializes in the development of hydrogen electric aviation technology – more specifically, liquid hydrogen – with hopes of becoming one of the first to deliver a qualified propulsion system to market. It has the support of Joby Aviation, an eVTOL developer we often cover than acquired H2FLY in 2021. Today’s news may be a world’s first, but H2FLY has already delivered several firsts compared to other zero-emission aviation companies. For instance, its HY4 hydrogen electric aircraft completed its maiden flight all the way back in 2016 and broke a world record in 2022 when it soared above 7,000 feet in the sky during a 77-mile journey across Germany. Thanks to nearly a decade of experience, H2FLY has garnered the financial support of multiple German ministries as well as Project HEAVEN – a consortium of aviation specialists including the German Aerospace Center supported by the EU government to demonstrate the feasibility of liquid, cryogenic hydrogen use in aircraft. Following its most recent voyage with a pilot, H2FLY has offered a potentially groundbreaking demonstration that enables longer range and higher payloads. H2FLY demonstrates viability of hydrogen electric aircraft The hydrogen powertrain developer shared details of its latest aerial voyage test campaign which included four separate flights in the HY4 demonstrator electric aircraft, which was piloted by a human inside for the first time ever. Rather than use pressurized gaseous hydrogen storage (GH2) like the past, the HY4 electric aicraft was powered by cryogenically stored liquid hydrogen (LH2), enabling significantly lighter tank weight and volume. H2FLY shared that as a result, its hydrogen-electric fuel cell propulsion system will be able to double the maximum range of the HY4 aircraft for instance, from 750 km (466 miles) to 1,500 km (932 miles). H2FLY cofounder Professor Josef Kallo spoke to the breakthrough: This achievement marks a watershed moment in the use of hydrogen to power aircraft. Together with our partners, we have demonstrated the viability of liquid hydrogen to support medium and long-range emissions-free flight. We are now looking ahead to scaling up our technology for regional aircraft and other applications, beginning the critical mission of decarbonizing commercial aviation. Looking ahead, H2FLY will continue its progress toward commercialization alongside the development of its new H2F-175 fuel cell systems which are expected to propel aircraft to full power range at altitudes up to 27,000 feet. The company’s future work will emerge from its new Hydrogen Aviation Center at Stuttgart Airport, set to open next year. Here is some raw footage of the HY4 hydrogen electric aircraft being piloted in Slovenia. Credit: H2FLY EASA warns of storage-related battery drain on all Airbus aircraft BY RYTIS BERESNEVICIUS 2023-09-05 The European Union Aviation Safety Agency (EASA) has issued an airworthiness directive (AD) addressing a storage-related battery problem on all Airbus aircraft. The proposed AD, which is still open to comments from stakeholders, was issued following an investigation by Airbus and the unnamed manufacturer of the Nickel-Cadmium (Ni-Cd) battery. The two companies determined that “repetitive disconnection and reconnection of batteries during aeroplane parking or storage” carried out according to the aircraft’s maintenance manual, could result in the loss “of the capacity of those batteries”. “This condition, if not corrected, could lead to reduced battery endurance performance, possibly resulting in failure to supply the minimum essential electrical power during abnormal or emergency conditions,” EASA stated in the proposed AD. The potential unsafe condition was first addressed by Airbus issuing respective Alert Operators Transmissions (AOT) for A320, A330 and A340, and A380 aircraft “to provide maintenance instructions to restore an aeroplane to an airworthy condition and to preserve battery capacity during an aeroplane parking or storage period”. The AOT resulted in EASA publishing an AD in December 2020, which required operators of A320, A330 and A340, and A380 family aircraft to replace affected Ni-Cd batteries. However, now both Airbus and the battery manufacturer have determined that “the on-wing preservation procedures originally” in the AOT, as well as recommendations outlined in Airbus Operators Information Transmission (OIT) for A350 and A300/A310 family aircraft “did not ensure the expected preservation of the battery capacity”. As a result, the proposed AD will supersede the December 2020 directive, extending the applicability to the A350 and A300/A310 aircraft families and will require the replacement of the affected batteries on all Airbus aircraft. Replacing Airbus aircraft batteries For operators to comply with the latest directive, EASA outlined time limits for different Airbus aircraft families. For the Airbus A320 aircraft family, including the A318ceo, A319ceo and A319neo, A320ceo and A320neo, and A321ceo and A321neo, the batteries must be replaced before they reach six months of being on-wing during storage before the aircraft can be released back into service. The same six-month timetable applies to all Airbus A330 (A330ceo and A330neo) and A340, as well as Airbus A300/A310 family aircraft. For the Airbus A350 and A380 aircraft families, the batteries have an on-wing battery storage time limit of 12 months. However, the battery part numbers (P/N) differ, as defined by EASA’s AD. Stakeholders are invited to comment on the changes until October 2, 2023, with EASA planing for the directive to come into effect 14 days after that date, per the standard procedure. EASA is addressing potential Airbus A330/A340 landing gear collapses BY RYTIS BERESNEVICIUS 2023-08-30 The European Union Aviation Safety Agency (EASA) has acted upon being notified of irregularities in quality of manufacturing of the Airbus A330 and A340 main landing gear (MLG), which could result in the collapse of the MLG. EASA has noted that “occurrences have been reported of quality non-conformity on MLG axles where the high velocity oxygen-fuel coating on the bearing journal runout areas had excessive coating compared to the drawing limits,” according to its latest airworthiness directive (AD). The excessive coating “could lead to spalling of the protective coating, which could expose the base material and allow corrosion to develop”. Subsequently, the condition, if not corrected, “could lead to an MLG axle failure, possibly resulting in MLG collapse, with consequent damage to the aeroplane and injury to occupants”. The AD affects all Airbus A330ceo and A330neo, as well as A340-300 aircraft of all Manufacturer Serial Numbers (MSN). Airlines operating either the A330 or A340-300s will have to inspect MLGs with Part Number (P/N) 55-2117042-00, with EASA providing a list of 59 aircraft with the affected part installed on them on the date of manufacture. The inspections will need to be conducted within 24 months of the part’s entry into service date. Thereafter, operators will be required to inspect the affected part at intervals of no more than 24 months. If discrepancies are found during any such inspections, airlines are urged to contact SAFRAN Landing Systems before the aircraft’s next flight to receive instructions on how to amend the condition. SAFRAN should then provide the compliance time to fix the parts. If the manufacturer does not, EASA urges airlines to ensure that they do so before the next flight of the A330/A340-300. If airlines have an aircraft whose Manufacturer Serial Number (MSN) matches the list of MSNs provided by EASA, they will have to replace the affected part within 150 months of the part’s entry into service. The European regulator has noted that replacing the whole MLG with an MLG with a serviceable part – that is, one not affected by the AD – complies with the requirements of the directive. Requesting a grace period Two Airbus A330 operators, Delta Air Lines and Cathay Pacific, have commented on the directive. In total, Delta Air Lines provided three comments to EASA. In one, the carrier asked to include the permanent repair of the MLG as a means of complying with the directive, with the airline mentioning a repair procedure defined by Airbus’ Component Maintenance Manual (CMM) 32-13-25. EASA disagreed, saying that the current CMM does not have the repair procedure as yet. However, when Airbus does include the procedure in the manual, the regulator will amend the directive accordingly. Furthermore, Delta Air Lines requested that the compliance time would also include “24 months after the AD effective date, whichever is later” in addition to the part’s entry into service date benchmark. The United States (US)-based airline said that, if EASA would not grant a grace period, it would have to ground three aircraft on the AD’s effective date. “Existing data does not support a general extension of the compliance time as proposed,” the European safety agency replied. Meanwhile, Cathay Pacific has noted that not all Airbus A330 and/or A340 MLGs can support the affected parts, which should exempt certain aircraft from the directive. “The AD should be exact as to which aircraft and landing gear are affected by this quality issue specified in the AD,” the Hong Kong International Airport (HKG)-based airline continued. EASA disagreed, saying that the affected MLGs “can be installed on aeroplanes having specific mod installed in production, or service bulletin [SB] in service”. “Consequently, the AD has to be applicable to all MSN of those [aircraft] models on which an enhanced MLG is eligible for installation (either mod or SB),” EASA concluded. The European regulator published the AD on August 30, 2023, with the effective date being September 13, 2023. FAA addresses potential Airbus A330ceo engine inlet failures BY RYTIS BERESNEVICIUS 2023-08-17 The United States (US) Federal Aviation Administration (FAA) has issued a new Airworthiness Directive (AD) addressing an unsafe condition associated with engine inlets on the Airbus A330ceoceo. Specifically, the FAA followed the European Union Aviation Safety Agency’s (EASA), lead, which is the state of the design of the Airbus A330ceo. In the AD the FAA, which was prompted by an earlier AD issued by EASA, the US authority warned that there have been reports of corrosion and cracks on engine inlet attach fittings on the Airbus A330ceo. “It was determined that the affected fittings are susceptible to stress corrosion cracking due to the material used for the fittings,” the FAA noted, adding that if the condition is not corrected, it “could lead to failure of one or more fittings, possibly resulting in damage to the airplane or injury to occupants”. The EASA released its AD on July 5, 2023, with the FAA following suit with a notice of proposed rulemaking (NPRM). The FAA published the final version of the directive on August 16, 2023. In the US, 11 aircraft of the type are affected, according to the FAA’s estimates. To comply with the AD, operators will have to inspect the engine inlet attach fittings and either replace them or replace the inlet with unaffected engine inlet attach fittings. The inspections, lasting five hours at $85 hourly labor costs, will cost $425 per aircraft. A replacement will cost $27,986 per nacelle, including parts ($10,136) and labor ($17,850), per the FAA’s estimated costs of compliance. Delta Air Lines, one of three airlines still operating the Airbus A330ceo in the US, asked the FAA to modify the AD “to clarify that the access and close instructions in service information referenced” by EASA are not required. The airline added that the original AD provided no guidance that would indicate “that the access and close instructions can be either done using airline best practices, or omitted in the case that the instructions have been accomplished previously”. The FAA disagreed, clarifying that it “has reviewed the instructions and determined that the instructions are adequate and can be performed in conjunction with other maintenance actions”. “The access and close instructions are to open and close the fan cowl doors, install the inlet, make sure the work area is clean and clear of tools, and an inspection report,” the authority continued. Another commenter asked the AD to include a requirement to provide an inspection report to Airbus, in alignment with the AD issued by the EASA. The FAA again disagreed, arguing that “the Airbus service information referenced by [the EASA AD] does specify an inspection report”. Furthermore, the authority found it unnecessary, as “the unsafe condition has been clearly determined and the corrective actions are defined”. But if airlines want to do so they can provide an inspection report to Airbus voluntarily. In total, 63 Airbus A330ceo aircraft are currently active in the US, 40 of which are flown by Delta Air Lines. 22 are operated by Hawaiian Airlines operated and the one is operated by National Airlines, according to ch-aviation.com data. Delta Air Lines’ Airbus A330ceos are either powered by the Pratt & Whitney PW4000 (11 aircraft) or the General Electric (GE) CF6 (nine aircraft), while the Hawaiian Airlines and National Airlines twin-aisle jets of the type are powered by the Rolls-Royce Trent 700 engines. FAA warns against running 737 MAX’s anti-ice system in dry air BY RYTIS BERESNEVICIUS 2023-08-08 The United States (US) Federal Aviation Administration (FAA) will publish an Airworthiness Directive (AD) to prevent potential failures of the Boeing 737 MAX engine’s inlet when running engine anti-ice (EAI) systems in dry air. According to the FAA, the AD was prompted by a report from June 2023 that said that using the EAI system in dry air “for more than five minutes during certain environmental and operational conditions can cause overheating of the engine inlet inner barrel beyond the material design limit, resulting in failure of the engine inlet inner barrel and severe engine inlet cowl damage”. During the incident, which occurred during flight testing and analysis, it was discovered that the usage of the EAI system in dry air for more than five minutes in “certain combinations of altitude, total air temperature, and N1 settings can result in engine inlet cowl temperatures exceeding design limits when not in visible moisture”. Subsequently, the excessive heat buildup can cause the engine’s inlet inner barrel to overheat beyond the designed limits, resulting in the LEAP-1B’s inlet inner barrel failure and subsequent inlet cowl damage. As such, the directive will require airlines operating the Boeing 737 MAX equipped with the CFM International LEAP-1B engines to revise their current airplane flight manuals (AFM) to limit the usage of EAI, as well as making changes to the minimum equipment list (MEL) to “prohibit dispatch under a certain item”. The CFM International LEAP-1B engines are exclusively used to power the Boeing 737 MAX aircraft family, ranging from the 737 MAX-7, MAX-8, MAX-8200, MAX-9, and MAX-10. Notably, the inlet is not built by CFM International, which manufactures the LEAP-1B engine, but by Boeing itself. No in-service failures However, the FAA noted that there have not been any in-service failures associated with the condition. Still, if it is not addressed, it could result in “departure of the inlet and potential fan cowl failure and departure from the airplane”. Subsequently, the fuselage or the aircraft’s windows could be damaged, “potentially resulting in decompression and hazard to window-seated passengers aft of the wing and/or impact damage to the wing, flight control surfaces, and/or empennage, which could result in loss of control of the airplane”. Another danger is that after the loss of the inlet, the increased aerodynamic drag and asymmetric lift could result in the added risk of the aircraft running out of fuel, “resulting in a forced off-airport landing and injury to passengers”. According to the FAA’s estimates, the AD will affect 402 aircraft registered in the US, with the cost of compliance with the directive being $85 per aircraft as it only requires a change in the AFM/MEL. But the regulator noted that the current AD is only interim, with Boeing “currently developing a modification that will address the unsafe condition identified in this AD”. After the finalization of the modification, the FAA could follow up with additional action. The FAA will publish the AD on August 10, 2023, with its effective date being 15 days after that date. Stakeholders are welcome to comment on the directive for 45 days after the publication of the AD. Curt Lewis