While the commercial news was quiet, the airshow was far from it, with crowds everywhere.

On Wednesday, Sustainable aviation startup ZeroAvia revealed that it will be partnering with Dutch flag carrier KLM to attempt a test flight. This would be a flight using liquid hydrogen as fuel between two cities.

As for the timing for when such a test flight could take place, ZeroAvia founder and CEO Valery Miftakhov said that the partners are initially looking at 2026 at the latest.

Asked what kind of aircraft would be used for the test, Miftakhov said that he could not specify but that it would be similar in size to the ATR 72 or DeHaveland Canada DHC-8.

At the moment, ZeroAvia is steadily making progress, having successfully produced multiple turboprop engine variants. These have been fitted to aircraft such as the DHC-8 and Dornier 228.

Thai Airways Extends Agreement to Maintain Boeing 777 Fleet

Thai Airways signed a deal with General Electric (GE Aerospace) to continue to maintain its Boeing 777 fleet. The service provided by GE Aerospace is dubbed the “TrueChoice” service, which includes maintaining, repairing, and overhauling the Thai Airways GE90 fleet.

Thai Airways remains a loyal customer of GE Aerospace, having used the GEnx on its Boeing 787 fleet expansion and equipping its fleet of Airbus A321neos with CFM LEAP engines.

• READ MORE: Farnborough Airshow Kicks Off With a Handful of Orders

The Thai flag carrier’s CEO, Chai Eamsiri, said that GE Aerospace “continues to prove itself as the right maintenance provider for our GE90 engines. This agreement extension ensures comprehensive coverage for our engines well into the future.”

Airbus Makes First Aircraft Lessor Partnership of ZEROe Program

Airbus has revealed that it will be partnering with Avolon in order to study Hydrogen-powered aircraft and reduce emissions in the aviation industry. This is the first partnership with an active lessor in the project’s history.

The European aviation manufacturer’s environmentally friendly project includes four concept aircraft, with all four carrying under 200 passengers. Its main goal is to make the first hydrogen-powered aircraft by 2035 and then start selling these commercially.

At the moment, progress is heavily underway, with other partners, including London Gatwick Airport (EGKK) for infrastructure, easyJet, and Air Products, the world’s biggest supplier of hydrogen.

Editor’s Note: This article first appeared on AVweb.

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The bill gives Boeing (NYSE: BA) a bridge, in case the express carriers need extra capacity, until it can develop a new freighter next decade. Multiple industry sources familiar with the process said FedEx (NYSE: FDX) and UPS (NYSE: UPS) joined Boeing in lobbying Congress for a reprieve from the January 1, 2028, production deadline. The legislation previously passed the Senate and will be sent to President Joe Biden to sign into law.

At face value, a split from international consensus would limit operation of freighters produced between 2028 and 2033 to the domestic U.S. market, but it’s possible some countries could permit access, according to experts. Freighters delivered before the end of 2027 aren’t covered by the enhanced carbon emission rules and won’t face any restrictions. 

Under International Civil Aviation Organization (ICAO) agreements, commercial aircraft manufacturers effectively can’t sell aircraft that don’t meet the 2028 carbon emissions standards. The U.S. Environmental Protection Agency adopted the fuel efficiency standard in 2021 with the FAA following suit in February.

Even if post-2027 freighters end up being limited to domestic flying, it makes sense for FedEx and UPS to buy them, said Tom Crabtree, a Seattle-based industry consultant and former Boeing market analyst, in an email exchange with FreightWaves.

“The 767-300 production and converted freighter provides the lowest trip costs of any widebody freighter in production today while simultaneously allowing service to smaller markets where 50 metric tons of payload, or more, simply isn’t needed,” Crabtree said. “They also have sufficient range to serve international markets to/from Europe and/or northern South America from the U.S.”

Boeing stopped making the 767 as a passenger jet many years ago. It also supplies a tanker variant for militaries. FedEx and UPS are the only customers for the 767-300 freighter. Traditional cargo airlines opt for used 767s that have been converted to a cargo configuration because they don’t have the consistent, daily volumes of integrated express carriers and can’t afford more expensive new models.

UPS was the launch customer for the Boeing 767 freighter in 1995. The parcel logistics giant has 88 B767-300s in its fleet, including 10 converted freighters, and 19 additional factory aircraft on order from Boeing. 

“We expect to receive all outstanding orders before that time,” said UPS spokeswoman Michelle Polk.

FedEx has 137 B767s flying in its network, with 15 more deliveries scheduled through mid-2026, according to the company’s latest statistics.

Aviation publication The Air Current was first to unearth the 767 freighter waiver, tucked away on page 1,038 of the FAA bill. The language doesn’t mention the 767 by name, but the maximum takeoff weight of 180,000 kilograms to 240,000 kilograms squarely fits the 767.

Boeing officials have increasingly signaled that they plan to develop a freighter version of the 787 Dreamliner as a replacement for the 767F, but the first delivery is expected to take at least eight to 10 years.

“The 767F continues to be the most environmentally sound mid-size freighter available. We are working with our customers and are in communication with regulators regarding the requirements for this market segment,” Boeing said in a statement before the vote. “As we look ahead to future medium-widebody freighter options, the 787 is a natural place for us to look. We continue to evaluate our options in this space and are listening to our customers. Any future decisions regarding whether to launch a new program, will be largely driven by customer needs and market demand.”

Without the exemption, FedEx and UPS could be limited to Airbus A330 converted cargo jets, a model neither currently operates, if they need more medium-widebody aircraft in four or five years. The feedstock for 767 conversions is drying up because passenger airlines like Delta and United are holding on to aircraft longer than anticipated in response to supply chain, manufacturing and engine-related problems that have delayed delivery of replacement aircraft. The airlines probably won’t be ready to let go of the 767s until “they are well beyond the age of conversion or have too many flight cycles and flight hours accumulated on them to make it worth a while to convert it,” said Crabtree.

The new law will enable Boeing to compete with Israel Aircraft Industries, which installs 767 conversion kits, and an Airbus subsidiary that rebuilds A330s into freighters, and give it time to bring a 787 freighter to market, said the former chief editor of the biennial Boeing World Air Cargo Forecast. And A330 conversion providers would be able to demand higher pricing without that competition.

“Express firms like the certainty of production freighters even though they are more expensive than conversions of the same airplane models,” he said. That certainty takes the form of more consistent delivery schedules and meeting of specifications.

FedEx and UPS put pressure on Congress to keep the 767 option open and keep the playing field level until Boeing brings out the 787 freighter, the sources said.

Many have interpreted the carve-out to the international fuel efficiency standards to mean that noncompliant aircraft will be prohibited from flying outside the United States. But there is no universal enforcement mechanism. ICAO’s carbon emission standard will be implemented by individual countries as new domestic regulations updating their system for certifying aircraft types. Production will essentially be banned starting in 2028 because noncompliant models will not be certified for sale by civil aviation authorities in their area of jurisdiction.

Countries that ban the sale of noncompliant models are likely to ban aircraft with an exemption from entering their airspace on the basis of having an unfair advantage.

But an aviation industry source, who didn’t want to be identified because of the political sensitivity of the topic, said FedEx and UPS access to airspace in foreign countries would depend on what individual governments are willing to accept. Smaller countries that typically follow FAA and European Union regulations rather than certify aircraft themselves might have fewer qualms with allowing exempted 767s to operate.

Boeing also continues to deliver 777 cargo jets to FedEx and other airlines around the world. The FAA reauthorization doesn’t provide a waiver for the 777, probably because it is a transcontinental aircraft that wouldn’t make economic sense to operate only in the domestic market.

Editor’s Note: This article first appeared on FreightWaves.

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The Boeing 777-200 has six tires on each of its two main landing gear struts. The design allows the aircraft to land safely with missing or damaged tires.

• READ MORE: NASA, Boeing Reveal New Image of Experimental X-66

United Flight 35 was destined for Osaka, Japan, but was forced to divert to Los Angeles International Airport (KLAX). When the aircraft landed, a team was waiting on the ground to meet it, and a tug was used to move it to parking.

On board the aircraft were 235 passengers, four pilots, and 10 flight attendants. No one aboard was injured, according to a United spokesperson.

“Our team quickly arranged for a new aircraft to take customers to Osaka later that evening,” United told FLYING. “We’re grateful to our pilots and flight attendants for their professionalism in managing this situation.”

• READ MORE: NTSB Investigates Boeing Rudder Malfunction Incident in Newark

The incident occurred around 11:35 a.m. PST as the aircraft departed, CNN reported. KSFO airport spokesperson Doug Yakel told the network that the jet “lost a portion of a landing gear tire during takeoff.”

A ground-level video captured the wheel falling from the jet before it landed in an employee parking lot, damaging several cars. Photographs posted by local media show a silver car with the back end crushed and the windows shattered. The car was empty at the time of the event, and there were no injuries reported.

“We will work with customers as well as with the owners of the damaged vehicles in [KSFO] to ensure their needs are addressed,” United said.

The FAA said it is investigating the cause of the incident.

The post FAA Probe Underway After Boeing 777 Drops Wheel Following Takeoff appeared first on FLYING Magazine.

Answer: Considering that a Boeing 777-300 with GE 90-115 engines has a thrust rating of 115,000 pounds per side, the resulting asymmetric thrust from a failure is a force to be reckoned with. Granted, 3,000 psi of hydraulic pressure to the rudder and an electronic flight control system helps a lot. But there’s a bit more to it.

• READ MORE: When Is It OK To Use Pitot Heat?

Like any twin-engine airplane, the reaction of a 777 pilot should be to recite the iconic verbiage of, “Dead foot, dead engine,” and then apply foot pressure to the appropriate rudder pedal.

At low speed during the takeoff phase, a lot of foot pressure would be required if it weren’t for the 777’s bonus system of TAC (Thrust Asymmetry Compensation). After sensing differential engine thrust of greater than 10 percent, the TAC applies enough rudder pressure to keep the airplane from rolling while allowing the pilot to sense the correct input, adding just enough of his own pressure

• READ MORE: Am I Allowed To Review the Aircraft Logbooks Before I Rent?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post How Is an Engine Failure Handled on a Boeing 777? appeared first on FLYING Magazine.

First, kudos to the tower controller for his timely reaction. I am certain that he took more than just a deep breath when his shift was complete. This was a nighttime operation, making it that much more difficult to assess the situation.  

And a pat on the back to the Delta crew that aborted their takeoff roll. When a controller cancels a takeoff clearance after the power levers are already set, hesitation is not an option. Rarely is that instruction heard. Despite the size of a 777, it’s not easy to see the silhouette of that airplane in the dark from a distance, wingtip nav light and rotating beacon notwithstanding. 

Anything over 80 kts is a high-speed abort. Data indicates the Boeing 737 reached approximately 105 knots—only seconds away from rotation speed. A rejected takeoff checklist would have been initiated shortly thereafter. Since the Delta flight returned to the gate, most likely an inspection on the brakes had to occur. Additionally, if the reversers were operated, the engines required an inspection.

The first reaction after listening to the recorded communication sequence is to shake your head and convict the American Airlines crew. But with most events, there’s more to the story. Let’s start with the taxi clearance.  

The controller instructed AA Flight 106, the Boeing 777, to taxi out of their ramp area at Taxiway Tango Alpha with a left on Bravo, hold short of Taxiway Kilo. The first part of the controller’s instruction included 4L as the departure runway.  Although the copilot read back the taxi instructions and the requirement to hold short of Taxiway Kilo, the runway itself was not read back. Small detail, but perhaps the crew hadn’t quite processed the information because the winds favored 31L that evening.

As AA 106 progressed in its taxi, the controller issued a clearance to cross Runway 31L at Kilo, which the copilot acknowledged. Although this a very typical clearance at JFK, (a taxi route that I’ve probably logged thousands of hours on), the intersection can be confusing, especially at night. Runway 4L, Runway 31L, Taxiway Kilo, and Taxiway Juliet, intersect at close proximity to each other.

That said, a Boeing 777 crew is usually well-seasoned. And that particular trip to London is flown by New York-based crews, so it shouldn’t have been their first rodeo. Was one of the pilots new to the airplane and not quite comfortable? Was there a distraction in the cockpit? Was the copilot involved with a task that required a heads-down operation at just the wrong moment?

In 1992, JFK Port Authority was responsible for installing a runway stop bar system that was used as a prototype to test its functionality. The system is designed to present a visual indication to pilots whether it’s safe to cross or enter a runway, with red lights embedded in the pavement for stop and green lights for go. Not all airline-type airports have the system.

It was not well-received by JFK controllers, but the equipment was not designed with ICAO (International Civil Aviation Organization) standards as it had been in Europe. The stop bar system still exists at JFK according to the airport diagram, but was it operational the evening of January 13?

Regardless, this situation warrants an objective investigation. Runway incursions are serious business. If additional factors were at play, then it’s important to utilize the information for prevention purposes. The American Airlines flight crew will have an opportunity to present their version of the event both with the FAA and the local flight office. Union representation is part of a fair process under such circumstances.  

I don’t envy the AA pilots. Regardless of the consequences, this event will remain with them for the rest of their careers. Perhaps this situation can be a valuable lesson for all of us in the aviation world. Let’s be grateful that one of the guardrails remained in the form of an alert controller. I shudder to think what the headlines would have read otherwise.

The post The JFK Incursion Tragedy That Wasn’t appeared first on FLYING Magazine.

The air carrier ordered 100 new Dreamliners with options to add 100 more in the future, as well as ordering up to 100 Boeing 737 Max aircraft.

 “With this investment in its future fleet, the 737 Max and 787 will help United accelerate its fleet modernization and global growth strategy,” said Stan Deal, president and CEO of Boeing Commercial Airplanes. 

Flying Green

Part of the fleet modernization includes the pursuit of reducing the air carrier’s carbon emissions 

United intends to replace its older Boeing 767s and 777s with about 100 of the new widebody aircraft, with all 767 aircraft removed from its fleet by 2030. Culling the older aircraft is projected to decrease per-seat carbon emissions by 25 percent, the airline said.

United has set the goal of reducing its greenhouse gas emissions by 100 percent by 2050, without relying on traditional carbon offsets. It’s not alone in setting ambitious environmental goals. Earlier this year, Boeing said it intends for its commercial airplane fleet to be certified to fly on 100 percent SAF by 2030.

• READ MORE: Boeing Purchases 2 Million Gallons of Sustainable Aviation Fuel

Boeing has also worked to reduce the noise footprint for the 787, reducing the sound of the jet by as much as 60 percent over that of the jets it is replacing.

The manufacturer also noted the 737 Max is designed for improved fuel efficiency in the single-aisle market, as the 737 Max reduces fuel use and CO2 emissions by 20 percent compared to the airplanes it replaces, depending on the configuration.

Looking Ahead: More Pilots

The expansion of United’s fleet means, however, it will need to hire more pilots. The airline reports hiring 2,400 pilots in 2022, with plans to add more than 2,500 pilots in 2023 with an ultimate goal of hiring 10,000 new pilots by the end of the decade. In order to do this, United opened the United Aviate Academy, which company officials predict will train some 5,000 new pilots by 2030.

• READ MORE: United Airlines Selects Non-Degree Flight School as Partner for Aviate Program

“This order solves for our current widebody replacement needs in a more fuel-efficient and cost-efficient way, while also giving our customers a best-in-class experience,” said Gerry Laderman, United’s EVP and chief financial officer. “And if the future of long-haul flying is as bright as we think it will be, United is able to capitalize on those opportunities by exercising these new widebody options—I look forward to the incremental margin and earnings these aircraft will generate.”

The post United’s Big Boeing Purchase Set to Advance Its Ambitious Climate Goals appeared first on FLYING Magazine.

This marks the 10th year of the program, which boasts testing 230 projects on nine airplanes, including this year’s jet. Research on the various technologies has helped reduce carbon aircraft emissions, improve operational efficiency, and increase safety, according to Boeing. 

The company says historically about a third of its tested technologies have eventually been developed into operational Boeing products and services. 

Commercial airplanes and large business jets contribute to 10 percent of U.S. transportation emissions and 3 percent of the nation’s total greenhouse gas production, according to the Environmental Protection Agency. Worldwide, aviation accounted for as much as 2.4 percent of total CO2 emissions in 2018. 

However, by 2050 commercial aircraft emissions could triple, based on projected growth of passenger air travel and air freight, according to the Environmental and Energy Study Institute, unless mitigation plans in work by aircraft manufacturers and operators are put into effect.

“Boeing is committed to support our customers and enable the commercial aviation industry to meet our shared commitment to net-zero carbon emissions by 2050,” said Stan Deal, Boeing commercial airplanes president and CEO in a released statement. “The ecoDemonstrator program’s rigorous testing of new technologies further enhances the environmental performance of our products and services and is invaluable to continuously improving safety.”

The 777 has been painted with a special ecoDemonstrator livery, celebrating the program’s 10th anniversary.

Projects to be ground and flight tested this summer include:

• Working with NASA, the jet will test SMART vortex generators. These are small vertical vanes on the wing designed for better aerodynamic efficiency during takeoffs and landings.
• A system designed to conserve onboard water, reduce weight, and conserve fuel.
• 3D-printed airplane and engine components, including an auxiliary power unit (APU) exhaust duct support panel and an engine bracket, aimed at burning less fuel and reducing manufacturing waste.
• An environmentally friendly refrigerant and new fire suppression agent to reduce greenhouse gas emissions.
• A heads-up display with enhanced vision system (EVS) to improve operational efficiency.
• Continued testing and analysis of SAF.

Previous ecoDemonstrator aircraft and Boeing’s partners include:

• 2012: an American Airlines Boeing 737-800
• 2014: a Boeing 787-8 Dreamliner
• 2015: a TUI Boeing 757
• 2016: an Embraer E170
• 2018: a FedEx Boeing 777F freighter
• 2019 a Boeing 777-200
• 2020: an Etihad Airways Boeing 787-10 Dreamliner
• 2021: an Alaska Airlines Boeing 737-9

Other Initiatives

IATA and several major airlines have committed to achieving net- zero emissions in the coming decades, which helps drive programs by Boeing and other OEMs.

• READ MORE: Airbus Flight Tests A380 engine with 100 Percent SAF

Last March, Boeing competitor, Airbus, flight tested an airliner with one engine using 100 percent SAF.

• READ MORE: Airbus, GE Aviation, Safron to Develop Hydrogen Test Flight Demonstrator

A month earlier, Airbus announced plans to develop a flight test demonstrator for a direct- combustion engine fueled by hydrogen in preparation for a zero-emission aircraft by 2035.

The post Boeing Unveils 777-200ER SAF Demonstrator appeared first on FLYING Magazine.

During a final ILS approach Tuesday, pilots flying Air France Flight 11 to LFPG from John F. Kennedy International Airport (KJFK) told air traffic controllers that flight controls did not respond to their commands. 

(1/2) Serious incident to the @BoeingFrance #777 @AirFranceFR registered F-GSQJ on 05/04/22 at @ParisAeroport #CDG / Instability of flight controls on final, go-around, hard controls, flight path oscillations / @BEA_Aero opens a safety investigation.

— BEA (@BEA_Aero) April 6, 2022

Moments after the incident, pilots regained control and executed a go-around, before landing safely on their second landing attempt.

In a recording of the incident posted on YouTube by AirLive, the pilots can be heard making an initial ILS approach to Runway 26L with light winds at 8 knots. Conditions appear normal, until flight deck alarms sound and the pilot—breathing heavily—says, “Stop, Stop!”

ATC then is heard in the recording directing the pilot to abort the approach at 1,500 feet and go around. 

“We went around following an issue with commands,” the pilot says after executing the go-around. “The airplane didn’t respond.”

After holding at 4,000 feet, the pilots then requested and received permission to use Runway 27R for its second landing attempt.

As pilots know, a go-around is a common maneuver performed thousands of times a year at airports worldwide. 

BEA said the incident involved “instability of flight controls on final” and “flight path oscillations.” A tweet on the agency’s Twitter account said information from the cockpit voice recorder and flight data recorder would be analyzed and it would have no further comment until after a full safety investigation. 

The twin-engine widebody airliner, registered as F-GSQJ, was manufactured by Boeing 17 years ago, according to FlightRadar24. When asked for comment, a Boeing spokeswoman referred FLYING to BEA.

The post ‘Serious Incident’ During Air France Approach Under Investigation appeared first on FLYING Magazine.

The FAA on April 9 proposed an airworthiness directive for inspections of all models of Boeing’s 777 jetliner. The directive is based on the agency’s discovery of five 777s of various models with missing rivet heads used to join the aircraft’s skin. This directive is the second to affect the 777 in less than two months. The previous one was issued following the explosion of a Pratt & Whitney Canada PW 4000 engine in February.

The FAA said it has received a report indicating that an operator found solid rivets with missing heads at the left buttock line 25 on the sloping pressure deck web. The Model 777-300 airplane had 23 solid rivet locations with missing manufactured heads; the airplane had accumulated 21,343 total flight cycles and 53,979 total flight hours at time of discovery.

A fleet-wide multiple operator message (MOM) request found four more Model 777-300 airplanes and one retired Model 777-200 airplane with missing solid rivet heads. Boeing analysis showed the root cause to be the 7050 aluminum solid rivets used on the sloping pressure deck web, which were inadequate for the complex tension loading environment, and led to premature fatigue cracking of the solid rivets.

This condition, if not addressed, could result in undetected damaged or missing rivet heads on the sloping pressure deck web, which could result in loss of sloping pressure deck panels, causing decompression and pressure loss, and loss of the hydraulic systems in the area for wheel brakes (both normal and alternate) and steering—potentially leading to runway departure and adversely affecting the structural integrity of the airplane. The agency believes the cost to repair each affected 777 could be as much as $33,000 per aircraft. The airworthiness directive could potentially affect nearly 225 individual aircraft. For more information, interested parties should contact Luis Cortez, aerospace engineer, Airframe Section, Seattle ACO Branch, 2200 South 216th Avenue, Des Moines, Washington, 98198. Email contact is Luis.A.Cortez-Muniz@faa.gov.

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