November 29, 2023 - No. 049 In This Issue : Piper Club Says Rudder AD Needs Work : Boeing 737 MAX 10 Gets Certification Flight Test Nod : REVOLUTIONARY NEW ELECTRIC EJET MOTOR COULD SIGNAL A BREAKTHROUGH IN ELECTRIC PROPULSION FOR AVIATION : Emirati firm inks deal with Sikorsky for Black Hawk maintenance in-country : Canadian defense giants unite to create new patrol aircraft : Warbird propeller debuts : Schweizer Finishes First Factory Refreshed S300CBi Helicopter : ICAO Conference Kicks Off in Dubai to Accelerate Global Aviation’s Transition to Cleaner Energy Sources : Soaring with the F-22 Raptor: A Cinematic Voyage Through Aviation Mastery : Quality and Safety Management Quality and Safety Management Key Points Piper Club Says Rudder AD Needs Work By Russ Niles Published: November 27, 2023 Updated: November 28, 2023 The Short Wing Piper Club says a proposed AD to replace rudders on almost 31,000 Piper aircraft built before 1974 is a huge overreach and the process itself is deeply flawed. Last week the FAA issued a notice that the comment period for the AD would be extended 90 days until late February. The Short Wing Piper Club has issued a statement noting the extension but also asking the FAA to change the AD to include much more information. The proposed AD came following an NTSB investigation into two incidents in Alaska in which the top rudder posts failed and the rudders bent 90 degrees in flight. Both aircraft landed safely and there were no injuries. The Short Wing club says the aircraft involved were modified with larger engines and tail-mounted beacons. It also said the AD captured aircraft that don’t have the same rudder as those that failed. The club says a lot more investigation and study are needed to determine which aircraft should be equipped with rudders made with a different steel alloy, which the proposed AD would mandate for virtually all Cubs and variants made before 1974, when Piper started using the new metal in the rudders. The FAA says replacing the rudders should cost $3,000, but there have been claims that the work will cost much more than that. The club’s full statement follows: Statement From Short Wing Piper Club The Short Wing Piper Club and many other Type clubs and other organizations such as, but not limited to the AOPA, EAA, and VAA have petitioned the FAA for a 90-day extension to the NPRM, after the docket is filled out in entirety. There is missing information and facts from the NPRM making it extremely difficult to respond in a timely manner. Our request is and has been for a complete docket with all relevant data so we can make an informed response to the NPRM. What we do know currently is that both accident aircraft are modified from the TCDS with larger engines, and props. They also had an aftermarket beacon installed on top of the rudder, which these planes were not equipped with from Piper Aircraft. We do know that all affected aircraft are from one geographical area, and not spread across the lower 48 states. We do know that on at least one of the accident aircraft there was an FAA investigation, but we have no record of the findings of that investigation. We know that in all occasions the aircraft were able to land safely and there were no injuries or fatalities. We do know that there are 30,992 aircraft affected by this NPRM. We do know that the inspection process worked and rudders were removed from service before an inflight failure occurred. What we do not know, is the time in service of any of the failed rudders. We have no idea of the storage facilities of the accident aircraft and the environment they are subjected to daily. Were these planes used for private leisure flight or were they used in a commercial operation? It was not mentioned when these aircraft were last inspected, or when they were last recovered, so the condition of the underlying structure is unknown. The NTSB investigation was focused on Piper Part Number 40622 rudder, but the NPRM also includes Piper Part Number 41313. The 41313 rudder is found on the J-3, L-4, and PA-11 models and have lower power and no electrical system and should not be affected. Of the models using the 40622 rudders, the PA-15/17 are of 65 Hp with no electrical system, and should be excluded. Following that, the PA-16, 20, & 22 models have a shorter fuselage with smaller tail volume with a limited rudder defection angle and no reported failures. This only leaves the J-5, PA-12, PA-14, and PA-18 models, and there have been no reported failures with the J-5. With only one reported failure of a PA-18, and it was equipped with a 180 hp engine installed, the remaining failures were, one PA-14 on floats with 160 hp and the rest of the failures on the PA-12 model. To do this properly, we not only need the 90-day extension which was granted, but we need the process to be fixed and all information provided. Here is what is missing from the NPRM: The agency’s Airworthiness Directives Manual (IR-M 8040.1C) at page 63, states that the minimum information to be placed in the AD docket are: a. Record of technical decision making (i.e., the version of the AD action that is published in the Federal Register or emergency AD); b. FAA reports, summaries or lists of facts, data, or reports that support the AD action; c. ADs or other similar documents issued by an international civil aviation authority; d. Regulatory Evaluation Form; e. Records of each ex parte contact or series of contacts; f. Comments received on the proposed rulemaking (if any); and g. Records of approval of IBR documents At this date, the only document in the rulemaking docket provided by the agency is its proposed AD. There is no report, summary, list(s) of facts or data, or reports that support the action being proposed. There is no regulatory evaluation form to support the cost of the action, and there is no record of approval for the Piper Service Bulletin incorporated by reference in the proposed action. Boeing 737 MAX 10 Gets Certification Flight Test Nod By Russ Niles Published: November 23, 20236 The FAA says Boeing can start certification flight testing of its MAX 10, the flagship of the latest generation 737 and a key part of the overall business plan for the brand. The 10 hadn’t been certified when the MAX 8 and MAX 9 fleet was grounded in 2019 and that, combined with a rule change, delayed its certification by years. The MAX 10 is the biggest of the type and is designed to directly challenge the Airbus A321 NEO in the long-range single-aisle space. On Wednesday the FAA granted type inspection authorization for the 10, the last paperwork step before actual testing can begin. The 10, along with the MAX 7, the smallest of the type, were in limbo while the mess with the Maneuvering Characteristics Augmentation System was sorted out after two fatal crashes of MAXes in 2018 and 2019. In the meantime, the FAA changed certification rules for crew alerting systems on passenger aircraft designed to reduce pilot distraction during emergencies. The 10 and 7 would have needed major alterations to meet the new standards and Congress finally had to pass legislation to allowing them to be certified under the old rules. Boeing says first deliveries are expected in 2024. REVOLUTIONARY NEW ELECTRIC EJET MOTOR COULD SIGNAL A BREAKTHROUGH IN ELECTRIC PROPULSION FOR AVIATION MJ BANIAS NOVEMBER 7, 2023 The aviation industry could be on the cusp of a revolution, following recent tests of a new purely electric jet engine that packs the same punch as its traditional fossil fuel-burning cousins. Canadian-based company Duxion Motors recently celebrated a significant milestone with the successful ground test of its eJet Motor – the world’s first rim-driven jet propulsion motor. The eJet motor, an electric jet engine, represents a significant leap in electric aviation, utilizing permanent magnet technology to deliver unprecedented power-to-weight ratios within a compact design. Duxion’s approach could revolutionize the industry, offering scalable efficiency suited to larger aircraft, hybrid cooling for enhanced power density and reliability, and a flexible design that can be tailored to various airframes. However, the path to electrification has its challenges. The aviation sector, much like its automotive counterpart, is grappling with the intrinsic difficulties of battery-powered engines, where the weight of the batteries often undermines the lift required for flight. The answer lies in efficiency – the amount of thrust produced per watt of power. This has spurred companies like Wright and H3x to innovate, developing lighter, more reliable electric engines that can power large-scale electric passenger planes with unprecedented efficiency. Wright Electric’s 2-megawatt engine, capable of delivering 2,700 horsepower, illustrates the potential of electric propulsion. It’s a motor born of a comprehensive redesign, utilizing high-voltage and advanced thermal strategies to achieve the power and efficiency levels necessary for large aircraft flight. Wright’s vision extends beyond retrofitting existing airframes; they are collaborating with established manufacturers to build a hybrid electric aircraft that combines efficient propulsion with the range of liquid fuel engines. The concept of Rim-Driven Fan (RDF) technology, though not new, has found a fresh application in aviation, with companies like RogersEV shedding light on its potential. RDF differs fundamentally from conventional Electric Ducted Fans (EDF) by attaching the blades directly to the rim, creating a complete rotor, and relocating the electro-mechanical elements to the periphery. The result is a system that promises enhanced efficiency, noise reduction, and operational simplicity. Aerodynamically, the ducting of RDFs provides a boost in thrust, while the motor’s rim distribution enhances torque and cooling efficiency. The lower RPMs and high solidity ratio blades lead to a quieter and more environmentally resilient system. The simplicity of the design also translates to reduced maintenance and certification demands, making RDFs highly scalable and versatile for various aerospace applications. Duxion’s chairman and CEO, Rick Pilgrim, says that his company is now in the lead regarding the future of electric jet engines. “The eJet Motor is novel, scalable, and can be configured to serve a broad base of airframes,” he told Skies Magazine two weeks ago. “It represents a giant leap toward a future of sustainable aviation.” Duxion Motors says that its innovative eJet Motor not only paves the way for reduced upkeep expenses due to its hybrid flight dynamics and cooler operational temperatures but also boasts a design feature of dual-ended fan blades that ensure operations are exceptionally quiet. Emirati firm inks deal with Sikorsky for Black Hawk maintenance in-country "Having high quality local capabilities supported by the OEM [original equipment manufacturer], will help reduce lead times significantly and translate into better service and availability for the UAE," a Sikorksy official said. By AGNES HELOU November 17, 2023 at 7:05 AM American aircraft giant Sikorsky this week announced it has newly authorized an Emirati firm, AMMROC, to be its first non-US maintenance, repair and operations (MRO) center for the UAE’s Black Hawks. AMMROC, which stands for Advanced Military Maintenance, Repair, and Overhaul Center, was already licensed by Lockheed for some Black Hawk components, but “is now our first international authorized MRO depot, and is approved to perform repairs on components for UAE Black Hawks,” Felipe Benvegnu, director of sustainment at Sikorsky, told Breaking Defense by email on Wednesday. “AMMROC is also in the final stages of becoming an approved vendor to Sikorsky, and will eventually be awarded subcontracts from Sikorsky in support of the worldwide Black Hawk fleet, generating revenue for the UAE, as well creating highly skilled UAE jobs,” Bevegnu added. AMMROC was originally a joint venture set up more than a decade ago between Sikorsky and another Emirati firm, before it was acquired by the Emirati defense conglomerate EDGE Group in 2020. But according to a company officials, AMMROC and an aircraft readiness firm, GAL, split with EDGE Group in 2021 and are in the process of merging as GAL AMMROC in a joint entity under Abu Dhabi Holding (ADQ), which bills itself as a “strategic investment vehicle” for the Emirati government. (GAL AMMROC showcased their wares at a joint booth here at the Dubai Airshow.) “Today GAL and AMMROC, still two separate legal entities, are being managed as one business by one leadership team in order to leverage synergies driving further efficiencies in the effort to deliver an enhanced value proposition to our customer base and the market. The ultimate goal being to merge the two businesses into one,” Frederic Dupont, chief commercial officer for the would-be merged firm, told Breaking Defense. A spokesperson for EDGE declined to comment for this report. Dupont didn’t specify whether the MRO center will perform maintenance activities for other Black Hawks in the region, including America’s 5th Fleet aircraft, but said that currently AMMROC will do repair and overhaul activities for 49 line-replaceable units of Black Hawk helicopters. “Prior to AMMROC becoming an authorized center, these Black Hawk components would follow a long process that included export and import procedures, transportation back and forth between UAE and USA, resulting in potential logistical challenges and long lead times, ultimately negatively affecting aircraft availability,” Sikorsky’s Benvegnu said. “Having high quality local capabilities supported by the OEM [original equipment manufacturer], will help reduce lead times significantly and translate into better service and availability for the UAE.” Canadian defense giants unite to create new patrol aircraft NEWSAVIATIONPRESS RELEASES By Emily Ryan Miller Nov 24, 2023 The Canadian Commercial Corporation (CCC), in collaboration with General Dynamics Mission Systems–Canada and Bombardier Defense, has officially entered into a Memorandum of Understanding (MOU) to bolster export prospects for Canada’s advanced long-range multi-mission patrol aircraft solution. The primary objective of this collaborative effort is to explore international market opportunities for state-of-the-art Multi-Mission and Anti-Submarine Warfare (ASW) aircraft once the capability is developed and available for sale. At the core of the Canadian Multi-Mission Aircraft Team’s proposal lies the remarkably efficient and versatile Global 6500 aircraft, impeccably tailored to meet the CMMA requirements. This jet incorporates next-generation engines, boasting extended range, enduring flight capabilities, and documented superior reliability and fuel efficiency, as validated in the recently published Environmental Product Declaration. Renowned for its adaptability, the Global aircraft family has been selected for over 10 distinct mission profiles globally. Its aptitude to operate seamlessly in all weather conditions with a full mission payload, coupled with unparalleled speed, range, endurance, and bolstered by a comprehensive 24/7 global support infrastructure, solidifies its status as a preferred platform across various mission requirements worldwide. Correction: A previous version of this story wrongly describes the prime objective of the CCC-Bombardier-GDMS MOU. The prime objective of the CCC-Bombardier-GDMS MOU is not to deliver an aircraft, but to “explore international market opportunities when the capability is developed and available for sale.” Warbird propeller debuts By General Aviation News Staff · November 13, 2023 The new propeller on the F82. MT-Propeller has introduced its first-ever warbird propeller. The new 4-blade propeller was recently certified by EASA, with FAA certification in the works. Initial certification was for the Twin Mustang F82, but the propeller can also be installed on the P-51, according to officials with the German company. “By designing this brand-new propeller model, MT-Propeller has solved the problem that it is becoming increasingly difficult sourcing old airworthy propeller parts to keep those aircraft flying,” company officials said, noting the F82 has “already accumulated many flying hours with the new propeller, flying across the U.S to attend air shows.” The new propeller on a P-51. The new prop’s power rating is certified up to 2200 shp, according to company officials, who said “this will cover most of the applications requiring such a propeller system.” While the propeller looks like the original classic propeller, the blades are made of natural composite material with an aluminum hub and a steel spline adapter for the #50 spline. For more information: MT-Propeller.com Schweizer Finishes First Factory Refreshed S300CBi Helicopter The new program will put certified pre-owned rotorcraft in the hands of customers for well below the price of a new model, according to the company. By Julie Boatman November 16, 2023 The Schweizer 300CB series has trained a host of the world’s helicopter pilots. This is the first S300CBi released from the new program. [Courtesy: Schweizer] Schweizer has finished the first of its factory refreshed S300CBi helicopters. The new program will put certified pre-owned rotorcraft in the hands of customers for well below the price of a new model, according to the company. The OEM Certified Helicopters Program replaces several key components, including the engine, blades, and interior, applies new paint, and introduces other low-time parts to the finished product. “The former owners of the Schweizer brand did not maintain parts availability, leaving a number of aircraft to be cannibalized,” said Schweizer president and CEO David Horton. “We created our new OEM Certified Helicopters Program to help bring the fleet back to life and provide a more affordable way for customers to get into helicopter ownership or upgrade to a new helicopter.” Schweizer S300 Production to Resume After Sale by Sikorsky According to the company, the program is the only one of its kind in the light rotorcraft industry segment. To feed it, Schweizer now accepts used helicopters “regardless of their airworthiness” for an extensive inspection, repairs, and replacement of those components listed above. “Customers can trade in their older Schweizers for either a discount equal to the value of the aircraft on a new helicopter or receive a percentage of their aircraft’s sale price when Schweizer sells it after it completes the program,” said the company in a release. Once in the program, the S300CBi-series aircraft take one of two tracks: “refreshed” or “refurbished.” Refreshed aircraft start with a low-time aircraft “requiring few repairs and/or part replacements.” The finished product includes “an intensive OEM inspection,” with parts and components needing replacement or nearing life limitation replaced, and carry full 400-hour, 800-hour, annual, and 24-month inspections. The aircraft are also professionally detailed with any blemishes repaired. Refurbished aircraft follow a similar model but involve those S300CBis needing more work. “These aircraft receive new or overhauled engines, new blades, component replacements where needed to ensure overall low-time components, a completely new interior, and fresh paint,” said Schweizer. “Avionics are entirely customizable to a customer’s request. The aircraft also undergo full 400-hour, 800-hour, annual and 24-month inspections.” Both come with a one-year/1,000-hour warranty on parts replaced or repaired by Schweizer. ICAO Conference Kicks Off in Dubai to Accelerate Global Aviation’s Transition to Cleaner Energy Sources Nov 20, 2023 More than one hundred countries and one thousand delegates are convening in Dubai this week to firm up their collective commitments to boost global aviation’s transition towards Sustainable Aviation Fuels (SAF), Lower Carbon Aviation Fuels (LCAF), and other cleaner energy sources. “CAAF/3 convenes just over a year after States’ landmark decision on the long-term global aspirational goal of net-zero carbon emissions by 2050,” said Salvatore Sciacchitano ICAO council president in his opening remarks to the event. “This agreement through ICAO is a testament to our ever progressive efforts to bring about coordinated action on cleaner aviation fuels and energy sources, which presently hold the greatest potential for us to take urgent action on aviation decarbonization.” During 2023, ICAO conducted outreach activities and consultations to collect views among States and stakeholders on their expectations on a global framework that would facilitate the scale up in the development, production and deployment of aviation cleaner energies. Financial institutions and fuel producers were also consulted on the required actions to boost investments in aviation cleaner energy. The third ICAO Conference on Aviation and Alternative Fuels (CAAF/3) will present a unique opportunity to consider a clear and robust global framework to respond to those expectations and build market confidence. Key elements of this framework include a collective Vision for the clean energy ambition, harmonized regulatory foundation, supporting implementation initiatives, and concrete means to facilitate financing so that “No Country is left behind” “While cleaner energy in aviation is advancing at an unprecedented pace, and ICAO is closely monitoring progress through its Tracker Tools and the LTAG Stocktaking process, substantial investments and financing in this field is still required. Countries have been clear that they expect ICAO to take the leadership role in bringing them together to agree on key priorities needed for the transition to cleaner energy to take place, and to provide a platform where they can develop the effective partnerships needed with the air transport, energy, and finance sectors to make sustainable aviation a global reality,” commented ICAO Secretary General Juan Carlos Salazar. The five day Conference will be continuing in Dubai, United Arab Emirates until 24 November, and its results will send a strong message to the international community regarding the determination of ICAO and its Member States in addressing the impact of aviation on the global climate. Soaring with the F-22 Raptor: A Cinematic Voyage Through Aviation Mastery by Roman Perkowskiin 26 November 2023 0 The F-22 Raptor represents the pinnacle of modern fighter jet design, a marvel in both engineering and military prowess. Aside from its strategic contributions to air superiority, the Raptor has also starred in a series of captivating videos that showcase its exceptional capabilities and elegance in flight. Through the lens of both official Air Force media and amateur aviation enthusiasts, these videos provide a window into the world of advanced aerial combat and the beauty of flight dynamics. One angle of insight these videos offer is the Raptor’s stealth technology. Crafted with radar-absorbent materials and designed with angular surfaces, the F-22 minimizes its radar footprint, making it difficult for enemy defenses to detect. Videos that explore the stealth capabilities of the F-22 often feature interviews with pilots and engineers who detail the jet’s design philosophy and the strategic advantages it provides. Another subject of F-22 footage is its maneuverability. The Raptor’s thrust-vectoring nozzles give it the ability to change direction swiftly, a feature often highlighted in dogfight simulations and airshow demonstrations captured on video. These clips not only dazzle viewers with the jet’s agility but also illustrate the principles of thrust vectoring and its impact on modern aerial combat tactics. The integration of advanced avionics is also a popular theme. The Raptor houses a suite of sensors and communication systems that allow it to paint a detailed picture of the battlefield for its pilot. Some videos delve into the complexities of these systems, explaining how they work in synergy to provide unparalleled situational awareness. Dedicated Raptor videos also focus on its weaponry and payload capabilities. The jet’s internal weapons bay is designed to preserve its stealth profile while carrying an assortment of missiles and bombs. Footage of the F-22 deploying its armaments, whether in training exercises or combat simulations, emphasizes the precision and power at the pilot’s disposal. Beyond the technical aspects, there are also videos that humanize the Raptor experience. Interviews with pilots, ground crew, and maintenance personnel shed light on the human element behind this sophisticated machine. From pre-flight checks to post-mission debriefs, these stories capture the dedication and skill required to keep the F-22 at the ready. As for sourcing material, true enthusiasts of military aviation often turn to the official website of the United States Air Force (https://www.af.mil) for up-to-date and historically valuable Raptor footage. Additionally, defense-focused outlets like Aerospace Daily & Defense Report often contain high-quality video content and detailed analyses pertaining to the F-22’s operational use and developments. Frequently Asked Questions Q: What is thrust vectoring? A: Thrust vectoring is a technology that allows an aircraft to direct the thrust from its engine(s) in different directions. This capability drastically improves the aircraft’s maneuverability, especially at high angles of attack, and enables maneuvers that would otherwise be impossible for conventional jets. Q: How does the F-22 Raptor achieve stealth? A: The Raptor achieves stealth primarily through its design and materials. It has a unique shape that deflects radar waves away from the emitting source. Additionally, it is covered with radar-absorbent materials that minimize its radar signature, making it extremely hard for enemy radar to detect. Q: Can I find F-22 Raptor videos for public viewing? A: Yes, there is a plethora of F-22 Raptor videos available for public viewing. These can be found on various video-sharing platforms, military channels, and through the United States Air Force’s own media releases. By delving into such videos and exploring the narratives behind this formidable aircraft, enthusiasts and professionals alike gain a deeper appreciation for the F-22 Raptor not just as a tool of war but as a testament to human ingenuity and the quest to push the boundaries of what is possible in the realm of aviation. Quality and Safety Management Key Points • QMS and SMS – Common Methods and Techniques, but different Objectives: • QMS Objective is Customer Satisfaction • SMS Objective is Aviation Safety Focused • Not required to have a QMS, but if an entity does have one, it cannot conflict with SMS "There seems to be an underlying misunderstanding between a quality management system and a safety management system. You can have a quality product or service, as defined by the ISO standards, and still not have a safe product or service. "Part of the confusion stems from the adoption of some of the same types of tools and techniques used in quality management, to manage the safety system. Trade association presidents, and regulators state that SMS is a businesslike approach to managing safety; and this is correct. However, many people falsely assume this to mean that processes designed to produce a quality product, (repeatedly doing the same thing, without variation) equates to the same thing as repeatedly producing a safe product. "It is how the tools and techniques are used, along with a focus on investigation of events, which makes the quality and safety management systems different. The quality systems do not investigate incidents or accidents for risk assessment. Quality systems audit output of a process only for variance, and makes adjustments. SMS investigates events, looking for contributing factors from all influencing sources. "One of the purposes of an SMS is to improve the safety performance, and therefore reduce the exposure to risk of having an accident. It is not focused on the safety record per se. Quality systems are focused on continuous improvement also, but through improving the production record rate. This is another source of confusion between the two management system concepts; improving a safety record, is not the same as improving safety performance. There are many aviation companies that have extremely good safety records, but are operating with risky behavior or inadequate organizational structures, and have just not had an accident yet. A good safety record, just like a good quality record, does not guarantee safety." The above was extracted from an article written by; Steven C. McNeely, Manager, Safety Management Systems, Jet Solutions, L.L.C, published by "Flight Safety Information February 12, 2010 No.034", Lessons Learned from Toyota – 2010-QMS vs SMS (PDF). The Relationship between Quality and Safety in AVS A Quality Management System (QMS) is a means of ensuring that an organization is meeting requirements and continuously improving its processes. In AVS, our QMS is focused on safety. We have established a quality policy, objectives, QMS process documents and measures that focus on safety. We meet our safety requirements by making sure we meet the requirements of our orders, QMS documents and other policy documents. The AVS QMS is the foundation for the AVS SMS. The QMS has already established many of the processes that the SMS requires, such as management review, analysis of data, corrective action, and internal audit. Some improvements to QMS processes are needed to fully meet SMS requirements. Examples include establishing processes to better identify new hazards and establishing processes to measure the effectiveness of safety risk controls. These improvements will be developed during the SMS implementation effort over the next several years. Safety management and quality management are highly complementary and work closely together to achieve the overall safety goals of AVS. Last updated: Wednesday, November 17, 2021 Curt Lewis