Aviation

Boeing Statement on AOA Disagree Alert

On every airplane delivered to our customers, including the MAX, all flight data and information needed to safely operate the aircraft is provided in the flight deck on the primary flight deck displays. This information is provided full-time in the pilots’ primary field of view, and it always has been.

Air speed, attitude, altitude, vertical speed, heading and engine power settings are the primary parameters the flight crews use to safely operate the airplane in normal flight. Stick shaker and the pitch limit indicator are the primary features used for the operation of the airplane at elevated angles of attack. All recommended pilot actions, checklists, and training are based upon these primary indicators. Neither the angle of attack indicator nor the AOA Disagree alert are necessary for the safe operation of the airplane. They provide supplemental information only, and have never been considered safety features on commercial jet transport airplanes.

The Boeing design requirements for the 737 MAX included the AOA Disagree alert as a standard, standalone feature, in keeping with Boeing’s fundamental design philosophy of retaining commonality with the 737NG. In 2017, within several months after beginning 737 MAX deliveries, engineers at Boeing identified that the 737 MAX display system software did not correctly meet the AOA Disagree alert requirements. The software delivered to Boeing linked the AOA Disagree alert to the AOA indicator, which is an optional feature on the MAX and the NG. Accordingly, the software activated the AOA Disagree alert only if an airline opted for the AOA indicator.

When the discrepancy between the requirements and the software was identified, Boeing followed its standard process for determining the appropriate resolution of such issues. That review, which involved multiple company subject matter experts, determined that the absence of the AOA Disagree alert did not adversely impact airplane safety or operation. Accordingly, the review concluded, the existing functionality was acceptable until the alert and the indicator could be delinked in the next planned display system software update. Senior company leadership was not involved in the review and first became aware of this issue in the aftermath of the Lion Air accident.

Approximately a week after the Lion Air accident, on November 6, 2018, Boeing issued an Operations Manual Bulletin (OMB), which was followed a day later by the FAA’s issuance of an Airworthiness Directive (AD). In identifying the AOA Disagree alert as one among a number of indications that could result from erroneous AOA, both the OMB and the AD described the AOA Disagree alert feature as available only if the AOA indicator option is installed.

Boeing discussed the status of the AOA Disagree alert with the FAA in the wake of the Lion Air accident. At that time, Boeing informed the FAA that Boeing engineers had identified the software issue in 2017 and had determined per Boeing’s standard process that the issue did not adversely impact airplane safety or operation. In December 2018, Boeing convened a Safety Review Board (SRB) to consider again whether the absence of the AOA Disagree alert from certain 737 MAX flight displays presented a safety issue. That SRB confirmed Boeing’s prior conclusion that it did not. Boeing shared this conclusion and the supporting SRB analysis with the FAA.

Boeing is issuing a display system software update, to implement the AOA Disagree alert as a standard, standalone feature before the MAX returns to service. When the MAX returns to service, all MAX production aircraft will have an activated and operable AOA Disagree alert and an optional angle of attack indicator. All customers with previously delivered MAX airplanes will have the ability to activate the AOA Disagree alert.

Aviation

South Korea Introduces Cutting-Edge MRO Center for F-35 and IAI

Image:IAI

South Korea is set to make waves in the aerospace industry with the establishment of a cutting-edge Maintenance, Repair, and Overhaul (MRO) hub for F-35 fighter jets and IAI (Israel Aerospace Industries) aircraft.

Central to this initiative is the specialization in converting Boeing 777-ERSF, colloquially known as the “Big Twin,” from passenger to freighter configurations. Under the terms of the agreement, IAI will spearhead the conversion of six B777-300ER and B777-200LR aircraft annually, commencing in 2024. This strategic move is in response to the anticipated surge in demand for wide-body freighter aircraft capable of long-haul flights.

Furthermore, South Korea’s forward-looking vision extends beyond aircraft conversion, with plans to establish a Lockheed Martin F-35 maintenance, repair, and overhaul depot at Cheongju Air Base by 2027. This strategic move not only enhances the operational readiness of South Korea’s air force but also positions the nation as a regional hub for F-35 maintenance expertise.

In preparation for this expansion, thirty Republic of Korea Air Force (ROKAF) engineers and technicians are slated to undergo intensive maintenance training in the United States in 2025, a testament to South Korea’s commitment to fostering local expertise and talent.

IAI’s visionary approach to certification and collaboration underscores the potential for transformative change. With plans for the 777-300ERSF certification process set to unfold in Israel, followed by the rigorous scrutiny of regulatory agencies such as the US Federal Aviation Administration (FAA), the stage is set for the ‘Big Twin’ to soar to new heights of success.

In partnership with esteemed entities like STK and Incheon International Airport Corporation, this collaboration promises to unleash a wave of benefits, amplifying the resilience and competitiveness of the Korean aviation sector while catalyzing job creation and economic prosperity.

Aviation

Lockheed Martin Expresses Interest in Joining AMCA Project

Lockheed Martin, a leading global aerospace and defense company, is demonstrating its dedication to strengthening collaborations with India’s research, industry, and academic sectors. With its rich experience in the aerospace industry and renowned for building some of the world’s most advanced jets, Lockheed Martin is now exploring opportunities to contribute to India’s aerospace sector, potentially providing a significant boost to aerospace technology in the country.

Randy Howard, Vice President of Global Pursuits at Lockheed Martin Aeronautics, recently underscored their interest in exploring “advanced transfer of technology opportunities” with Indian partners, signaling a proactive approach towards fostering technological exchange and advancement in the aerospace domain.

India has been at the forefront of fighter jet development since the 1970s, having produced its own cost-effective fighter jets and combat helicopters, while continually upgrading to maintain competitiveness on a global scale.

Lockheed Martin stands as a dominant force in the aircraft industry, renowned for developing cutting-edge planes like the F35 and F22, some of the most advanced fighter jets globally. They’ve also contributed to projects like the South Korean KF21 aircraft for defense purposes through collaborations.

Now, Lockheed Martin has set its sights on India’s defense sector manufacturing processes, expressing interest in partnering with India on its most anticipated project, the Advanced Medium Combat Aircraft (AMCA), likely to be a 5th generation fighter jet for the Indian military.

Their proposed collaboration could involve a spectrum of advanced technologies, including the Auto Ground Collision Avoidance System (Auto GCAS), a life-saving technology that intervenes to prevent ground collisions, thus significantly enhancing flight safety for Indian pilots.

Lockheed Martin is extending its expertise to design and develop an indigenous cockpit for the F-21 fighter jets, which India is procuring. This collaboration with Tata also includes the development of fighter jet wings. Established in 2023, this partnership adopts a “Ground Floor Design” strategy aimed at equipping India with an in-depth comprehension of 5th-generation cockpit technology and Man-Machine Interface (MMI) systems.

As India’s Fighter jet program advances with finalized aircraft frame and engine prototypes, Lockheed Martin has expressed interest in joining the project. They see a groundbreaking opportunity in cooperative 5th Generation Fighter Development, potentially expediting the AMCA program’s progress through technology and expertise sharing.

Furthermore, Lockheed Martin is keen on collaborating on large-wing, jet-powered UAV platforms, which could enhance India’s unmanned aerial capabilities.

While discussions are ongoing, and specific collaboration details await finalization, this initiative represents a potentially transformative stride in India’s aerospace self-reliance journey and Lockheed Martin’s strategic engagement with the Indian market.

Aviation

Can Airline Seat Cushions Be Used As Life Jackets?

In the event of an aircraft ditching into water, there’s a common question: Can aircraft seats serve as an alternative to life jackets for flotation? The answer lies in understanding their respective functions.

While seat cushions can provide some buoyancy in water, they are not intended nor certified to function as life jackets. Their primary purpose is to offer cushioning for passengers during flight. On the other hand, life jackets are meticulously engineered to keep individuals afloat in water, equipped with buoyancy materials, secure straps, and reflective elements for visibility. They offer numerous advantages over mere cushions.

While a seat cushion might offer temporary assistance in staying afloat, it’s not a dependable substitute for a proper life jacket during an emergency. It’s crucial to utilize approved safety equipment when near bodies of water. A life jacket, designed to keep a person buoyant for extended periods, offers the rigidity needed for prolonged flotation and allows for easy movement of the arms to navigate effectively.

What fabric is used in aircraft seats?

Seats are meticulously designed to fulfill multiple purposes, ensuring passenger comfort, safety, and protection from unforeseen circumstances like fires and accidents. A typical design incorporates an aluminum frame with blocks of polyurethane foam affixed to it. Additionally, a layer of fire-resistant fabric, such as Kevlar or Nomex, is often applied over this framework, topped with a layer of cloth or leather.

Leather seats, while luxurious, are more expensive compared to traditional cloth seats. The majority of fabrics used in seat upholstery contain at least 90% wool fiber, with the remainder typically consisting of polyamide (nylon). Wool stands out as the primary fiber chosen for commercial airline seating fabric due to its desirable properties and suitability for such applications.

What is the lightest economy seat?

In recent times, airlines have been downsizing seat dimensions to accommodate more passengers, resulting in reduced cushion length and leg space. This contrasts with earlier times when airlines offered more generously cushioned seats and ample amenities.

According to Recaro Seats Company, their SL3710 model represents the lightest economy class seat available, weighing in at a mere 8 kg (17.6 lb.), setting a new standard in aircraft seating.

For individuals weighing more than 350 pounds, fitting into a standard economy-class seat can be a challenge due to the narrower dimensions. Economy seats, also referred to as “coach,” “standard,” or “main cabin” seats, typically range from about 40 to 48 centimeters in width, further emphasizing the need for more accommodating seating options.