ejak insiden yang menimpa Boeing 737 MAX Lion Air dan Ethiopian, pesawat tersebut dilarang terbang di seluruh dunia. Namun, hari ini Boeing akhirnya mendapat kabar positif setelah sekian lama.
Melalui Bloomberg, European Union Aviation Safety Agency (EASA) atau regulator penerbangan Eropa telah menyatakan puas atas perkembangan yang dilakukan oleh Boeing untuk pesawat Boeing 737 MAX.
Meski demikian, bukan berarti Boeing 737 MAX akan segera terbang dalam waktu dekat. EASA melalui Executive Director-nya, Patrick Ky, menyatakan bahwa Boeing 737 MAX dinyatakan aman dan bisa kembali terbang sebelum tahun 2020 berakhir.
Saat ini EASA sedang menyiapkan dokumen final untuk sertifikasi kelayakan terbang yang seharusnya akan rampung bulan depan. Kemudian komentar dari publik akan dikumpulkan selama periode 4 minggu. Barulah setelah itu di bulan Desember 2020, Boeing 737 MAX bisa kembali mengudara di langit Eropa.
Boeing 737 MAX Dituntut Lebih Baik
Meski sudah dinilai layak terbang, namun EASA nampaknya tidak akan puas dengan perkembangan saat ini. Kedepannya, EASA juga mengharapkan perkembangan lanjutan untuk Boeing 737 MAX. Spesifiknya, sistem sensor sintetis ketiga akan dipasang untuk meningkatkan level keamanan dari pesawat tersebut.
Pada insiden terjatuhnya pesawat Lion Air & Ethiopian, sistem sensor angle-of-attack (AOA) pada kedua pilot mengalami malfungsi. Sensor sintetis ketiga tersebut akan menjadi fitur back-up yang membantu pilot untuk melihat apakah pesawat mengarah ke atas atau ke bawah.
Disebutkan bahwa perlu waktu 2 tahun untuk mengembangkan sensor tambahan tersebut, yang mana akan diwajibkan pada varian terbesar Boeing 737 MAX 10 yang akan mulai beroperasi di tahun 2022.
Regulator penerbangan Eropa telah memberikan lampu hijau untuk pesawat Boeing 737 MAX. Kemungkinan besar kita bisa melihat pesawat tersebut mulai terbang di langit Eropa sebelum tahun 2021. Melihat perkembangan positif tersebut, tidak menutup kemungkinan pesawat tersebut akan turut mendapat sertifikasi & kembali terbang juga di benua lain.
Ketika kembali terbang, saya cukup percaya bahwa Boeing 737 MAX akan menjadi salah satu jenis pesawat teraman. Wajar saja mengingat banyaknya uji coba dan regulasi baru yang harus dipenuhi oleh Boeing. Meski masih ada keraguan, saya pribadi tidak masalah untuk terbang di pesawat tersebut.
The prevailing view at Air Transport Action Group’s (ATAG) Global Sustainable Aviation Forum (29-30 September) was that the immediate future for decarbonization remains the adoption of sustainable aviation fuels (SAFs). Robin Hayes, CEO of US low-cost carrier JetBlue, says the airline chose SAFs as a focus for the next five to ten years, because new zero-emission aircraft will come later. JetBlue found that SAFs, which are already being used on flights from San Francisco, are a cost-effective way of reducing emissions, he adds.
Another way is having more efficient air traffic control in congested regions, he says, adding that JetBlue has noticed that fewer flight delays – in the current low traffic COVID-19 period – has resulted in lower fuel burn for each flight. JetBlue recently became the first US airline to achieve carbon neutrality for all domestic flights through the purchase of carbon offsets. Hayes say the airline did this because “customers, regulators and communities want [tangible] action now.”During the forum’s chief technology officers’ (CTO) panel, Safran CTO Stéphane Cueille said ATAG’s Waypoint 2050 target – of halving aviation’s global emissions by 2050 as compared to 2005 – is achievable.
France’s government has announced that it expects to see a regional aircraft – powered by either hybrid-electric or hydrogen technology – enter service around 2030 and see a more fuel-efficient Airbus A320 aircraft enter service from 2033-2035. Cueille says conventional turbine powered aircraft will still be the mainstay of the global commercial aircraft fleet in the early 2030s, so Safran is working to ensure the turbines are 100% compatible with alternative fuels like SAFs.Safran is also working on hydrogen-powered propulsion systems, Cueille says.
Paul Stein, Rolls-Royce CTO, says disruptive technologies are unlikely to arrive in the short term, and that it first aims for efficiency gains of about 10% using its upcoming UltraFan technology. Rolls-Royce also plans for its engines to be 100% compatible with SAFs, he adds. Rolls-Royce is also active in disruptive technologies including hydrogen, hybrid and battery-electric, Stein says. Early next year it will attempt to break the speed record for the world’s fastest zero-emission aircraft using its electric aircraft demonstrator ACCEL, he adds.
GE Aviation general manager advanced technology, Arjan Hegeman, says GE is working on a wide range of technologies, including allowing engines to utilize SAFs and aiming for double-digit efficiency improvements in its open-rotor engine technology. He also says GE is developing megawatt-scale power generation for electric motors. Raytheon Technologies head of technology and global engineering, Mark Russell, says the company is working on a wide range of carbon-cutting technologies, through improved efficiency, SAFs and hybrid-electric propulsion.
Airbus CTO Grazia Vittadini says hydrogen fuel can be used for about 50% of the journey to a carbon neutral industry.She says Airbus’ zero-emission hydrogen-powered aircraft will be available by 2035, but that SAFs will also play a part in the journey as well, she adds. ATR senior VP engineering and head of design organization, Stéphane Viala, says: “ATR has looked at battery technology, but it is not the way to go [as it is too heavy]. We are not carrying enough payload.”Viala says the only technology they are considering are those using hydrogen.He says they are looking at hydrogen fuel cells and burning hydrogen in turbines. A challenge we face is producing hydrogen in a ‘green way’ and at affordable cost, says Viala, adding that the other issue is developing the infrastructure to support a hydrogen-powered aviation industry.
Rolls-Royce has completed testing of the technology that will power the world’s fastest all-electric plane. All the technology has been tested on a full-scale replica of the plane’s core—called an ‘ionBird’—including a 500hp electric powertrain powerful enough to set world speed records and a battery with enough energy to supply 250 homes.The plane is part of a Rolls-Royce initiative called ACCEL, short for “Accelerating the Electrification of Flight”.
The ACCEL project team includes key partners YASA, the electric motor and controller manufacturer, and aviation start-up Electroflight.The team has been developing the technology while adhering to the UK Government’s social distancing and other health guidelines; the systems will soon be integrated into Rolls-Royce’s ‘Spirit of Innovation’ plane. There is a long history of iron-birds in aviation for testing propulsion systems ahead of flight; in this case Rolls-Royce named the test airframe “ionBird”, after the zero-emission energy source propelling the aircraft.
The dedicated team have tested each and every component of the system including running the propeller up to full speed (approximately 2,400 rpm) using the most power-dense battery pack ever assembled for aircraft propulsion.When at full power during the flight-testing phase, it will propel the aircraft to more than 300 mph setting a new world speed record for electric flight.
More than 6,000 cells are packaged in the battery for maximum safety, minimum weight and full thermal protection.Since January, engineering and test pilots have spent many hours optimizing the system and developing operating procedures for electric flight. GBs of data—generated every hour of operation—are analyzed to improve performance wherever possible.
Rolls-Royce is committed to playing a leading role in reaching net zero carbon by 2050.The completion of ground-testing for the ACCEL project is a great achievement for the team and is another important step towards a world record attempt. This project is also helping to develop Rolls-Royce’s capabilities and ensure that we remain a leader in delivering the electrification of flight, an important part of our sustainability strategy.—Rob Watson, Director – Rolls-Royce Electrical
Bremont will be the official timing partner for the all-electric speed record attempt. The British luxury watch maker has also helped develop the design of the plane’s cockpit which will feature a stopwatch, while the company has machined canopy release parts at its Henley-on-Thames manufacturing facility.
The first flight is planned for later this year; the aim is to beat the current all-electric flight world record early next year. Half of the project’s funding is provided by the Aerospace Technology Institute (ATI), in partnership with the Department for Business, Energy & Industrial Strategy and Innovate UK.The ACCEL project is the first Rolls-Royce project to use offsetting to make the whole program carbon neutral.The company also hopes to inspire young people with the ACCEL project to consider STEM careers (Science, Technology, Engineering and Math).
After being grounded in March 2019 following two fatal crashes, the Boeing 737 MAX is expected to be certified by the Federal Aviation Administration to fly again later this fall. Investigations pointed to a problem with the aircraft’s Maneuvering Characteristics Augmentation System, or MCAS. This automated control system was designed to stabilize the plane and compensate for the more powerful engines used on the 737 MAX compared to previous versions.The FAA’s certification of the plane has come under fire because manufacturers can speed up the process by having only enhancements to a preapproved aircraft reviewed and certified. Ronnie R. Gipson Jr., an expert in aviation law and visiting professor at the University of Memphis Cecil C. Humphreys School of Law, whose work was cited in the House Committee on transportation and infrastructure’s report on this issue, explains what happened and ways to improve these safety regulations.
What are the criticisms of the FAA certification process stemming from the 737 MAX crashes? The process for the certification of a transport category aircraft is a very involved and costly process. The aircraft manufacturers that go down this path have to be committed to spending hundreds of millions of dollars. It starts with an initial design, and the aircraft that is produced is then subjected to dynamic flight testing for compliance with all of the Federal Aviation Administration regulations. Once the airplane satisfies all those requirements, the aircraft is given an original type certificate by the FAA. The aircraft manufacturer is then allowed to produce aircraft and sell them.
As time goes on, technology advances and the manufacturer identifies ways to improve on that original design. So the manufacturer goes back to the FAA and says, “We want to take this initial design that we have and amend it because we made some changes.” At this point, the aircraft manufacturer files what’s called an amended type certificate application for a derivative aircraft from the baseline aircraft. For example, the original type certificate for the first 737 design was submitted to the FAA in 1967. That original design has had multiple derivative aircraft approved by the FAA, with the 737 MAX being the 13th version.In the amended type certification process, the regulatory authority focuses only on what’s changed.
Another thing to keep in mind is that the FAA just doesn’t have the manpower to oversee all the tests that go with an amended type certificate approval. Therefore, the FAA reviews most of the critical changes related to safety and delegates the noncritical changes for review to the manufacturers – in this case to a body in Boeing which consists essentially of Boeing employees.
And that’s what happened here. MCAS wasn’t necessarily presented as a change in the design impacting control in flight. As a result, the MCAS was not a priority for the FAA in the amended certificate approval process. The MCAS capabilities and what it was supposed to control were never fully revealed. That’s really where the problem started. It was with the narrative that was being presented to the FAA, and the lack of oversight in the amended type certificate process. The result was that the MCAS system that was initially presented to the FAA at the beginning of the amended type certificate process was not the same system that ended up in the aircraft (view chart in gallery).
How will the recent recertification for the 737 MAX ensure that the model is now safe? The FAA has had to backtrack and give the MCAS system the intense level of scrutiny that it deserved. The FAA has required the manufacturer to go back and make significant adjustments to the software, in addition to changes to the operator’s manual, which is what the pilots would see.
How can the certification process be improved?
I see two paths to take. First, for a transport category aircraft, regulations are changed so that the manufacturer can receive amended type certificates for only 20 years after the original type certificate has been issued by the FAA.Here’s how that would work: An aircraft manufacturer designs an aircraft for certification in the transport category and applies for the original type certificate in 2020. Once the original type certification is awarded in, say, 2025, then the manufacturer should have 20 years. That means that the manufacturer would have until the year 2045 to seek an amendment to that original type certificate. Beginning in 2046, if the aircraft manufacturer wants to make subsequent design changes, they have to start over and get a new original type certificate.The second component to resolving this problem would be to step in and review what areas the FAA can delegate oversight authority for system changes in an amended aircraft certification application review.
What are the obstacles to making these changes?
One would be money. The FAA has a budget, and these are very costly measures because the FAA will need more engineers and administrators. And for that to happen, Congress has to be prepared to spend the money to make that happen by increasing the FAA’s budget. There’s also going to be a cost to the industry. Implementing the proposal of a 20-year cap on the validity of that original type certificate is going to impose a greater financial cost on the aircraft manufacturers of transport category aircraft. They’re not going to have as much time to get a return on their investment for the aircraft that they produce. So the aircraft are going to end up costing more, which means the airlines are going to end up paying more for those planes. And that cost is going to trickle down to the flying public in those seats.
Given the role that metrology plays in the manufacturing and support of commercial and military aviation Metrology.News believes that the following news story is of measurable significance, and worthy of bringing to the attention of the metrology sector, as the aviation industry takes a step-forward in decarbonising commercial aviation.
ZeroAvia, a leading innovator in decarbonising commercial aviation, has completed the world first hydrogen fuel cell powered flight of a commercial-grade aircraft. The flight took place at the company’s R&D facility in Cranfield, England, with the Piper M-class six-seat plane completing taxi, takeoff, a full pattern circuit, and landing.
ZeroAvia’s achievement is the first step to realising the transformational possibilities of moving from fossil fuels to zero-emission hydrogen as the primary energy source for commercial aviation. Eventually, and without any new fundamental science required, hydrogen-powered aircraft will match the flight distances and payload of the current fossil fuel aircraft.
This major milestone on the road to commercial zero-emission flight is part of the HyFlyer project, a sequential R&D programme supported by the UK Government and follows the UK’s first ever commercial-scale battery-electric flight, conducted in the same aircraft in June. ZeroAvia will now turn its attention to the next and final stage of its six-seat development program – a 250-mile zero emission flight out before the end of the year. The demonstration of this range is roughly equivalent to busy major routes such as Los Angeles to San Francisco or London to Edinburgh.
“It’s hard to put into words what this means to our team, but also for everybody interested in zero-emission flight. While some experimental aircraft have flown using hydrogen fuel cells as a power source, the size of this commercially available aircraft shows that paying passengers could be boarding a truly zero-emission flight very soon. All of the team at ZeroAvia and at our partner companies can be proud of their work getting us to this point, and I want to also thank our investors and the UK Government for their support.” comment’s Val Miftakhov, ZeroAvia CEO.
ZeroAvia’s innovation programme in the UK is part-funded through the UK Government’s Aerospace Technology Institute (ATI) Programme. Through the HyFlyer project, ZeroAvia is working with key partners the European Marine Energy Centre (EMEC) and Intelligent Energy to decarbonise medium-range small passenger aircraft by demonstrating powertrain technology to replace conventional engines in propeller aircraft. Intelligent Energy will optimise its high power fuel cell technology for application in aviation whilst EMEC, producers of green hydrogen from renewable energy, will supply the hydrogen required for flight tests and develop a mobile refuelling platform compatible with the plane.
In addition to all the aircraft work, ZeroAvia and EMEC have developed the Hydrogen Airport Refuelling Ecosystem (HARE) at Cranfield Airport – a microcosm of what the hydrogen airport ecosystem will look like in terms of green hydrogen production, storage, refuelling and fuel cell powered-flight.
This also marks another world’s first – a fully operational hydrogen production and refueling airport facility for primary commercial aircraft propulsion.The successful flight represents good news for the aviation industry’s role in supporting the net zero transition, but also raises hopes for innovation that can reduce commercial challenges in the medium term, particularly important for the industry as it considers the post pandemic recovery.
ZeroAvia’s hydrogen-electric powertrain is projected to have lower operating costs than its jet-fuelled competition due to lower fuel and maintenance costs. The company plans to control hydrogen fuel production and supply for its powertrains, and other commercial customers, substantially reducing the fuel availability and pricing risks for the entire market.
Federal Aviation Administration (FAA) Chief Steve Dickson conducted a nearly two-hour evaluation flight at the controls of a Boeing 737 MAX on Wednesday (September 30), a milestone for the jet to win approval to resume flying after two fatal crashes. Dickson, a former military and commercial pilot, and other FAA and Boeing pilots landed shortly before 11 a.m. local time (1800 GMT) at King County International Airport – also known as Boeing Field – in the Seattle area. “I like what I saw on the flight,” Dickson told a news conference afterwards, but said he was not ready to give the jet a clean bill of health, with FAA reviews still ongoing.”We are not to the point yet where we have completed the process,” Dickson said. Dickson also told reporters he had completed the revised pilot training protocols and a session in a flight simulator. The flight was a key part of the U.S. planemaker’s long-delayed quest to persuade the FAA to lift a March 2019 grounding order triggered by 737 MAX crashes in Ethiopia and Indonesia that killed 346 people within a five-month period.
The accidents plunged Boeing into its worst-ever crisis, strained its relationship with the FAA, threw into question the U.S. regulator’s position as the standard-bearer for global aviation safety and prompted bipartisan calls in Congress to overhaul how the FAA certifies new airplanes. Dickson said; “The FAA and I in particular, will not approve the plane for return to passenger service until I’m satisfied that we’ve adequately addressed all of the known safety issues that played a role in the tragic loss of 346 lives aboard Lion Air Flight 610 and Ethiopian Airlines Flight 302. Not a day goes by that I and my colleagues don’t think about the victims and their families.”
FAA Administrator Steve Dickson said he would fly a Boeing 737 MAX jet before it was recertified in the U.S. SEATTLE — The head of the Federal Aviation Administration conducted a test flight of Boeing’s revamped 737 MAX jetliner on Wednesday as the agency considers whether to allow the plane to return to flight after two deadly crashes. FAA Administrator Stephen Dickson, a pilot who flew for the military and Delta Air Lines, sat in the captain’s seat during a two-hour flight. An FAA spokesman said Boeing pilots were also on the plane when it took off from King County International Airport.
Dickson and Deputy Administrator Dan Elwell, the FAA’s top two officials, addressed media questions Wednesday morning about the flight and where the FAA stands as several more milestones remain to be worked through before the 18-month-old grounding is lifted. During the press conference, Dickson said he wanted to be clear that his test flight Wednesday was separate from the official certification process underway by the FAA. Last year, Dickson said he would personally fly the 737 MAX and not sign off on its return until he was “comfortable putting his family on it.”
Dickson said Wednesday he took the same training that the Joint Operations Evaluation Board recently looked at during their work at the London Gatwick Airport, followed by a session in a 737 MAX simulator. “It was important to me to experience firsthand the training and the handling of the aircraft so I can have the most complete understanding possible as we move forward with this process,” said Dickson. The crew put the jet through repeated changes in direction, speed and altitude as it headed east over the Cascade Range into central Washington state, according to data from tracking site Flightradar24.com. “I like what I saw [during the flight], said Dickson. “Its been a constructive week. That doesn’t mean I don’t have some debrief items for the Boeing team and FAA team. I have some observations that I’m going to share with them. That’s going to be incorporated into the process going forward.”
The MAX has been grounded since March 2019 following two deadly crashes. The crashes have been blamed on an automated anti-stall system that pushed the noses of the planes down based on faulty readings from sensors. Boeing hopes to win FAA approval later this year for changes it has made to flight-control software and computers. “Not a day goes by that I and my colleagues don’t think about the victims and their families and our solemn responsibility to get this right,” Dickson said Wednesday. The FAA won’t approve passenger service for the 737 MAX until the known safety issues that played a role in the two deadly crashes have been “adequately addressed.” “We’re in the home stretch, but that doesn’t mean we’re going to take shortcuts to get it done by a certain date,” said Dickson.
In Washington, the House Transportation Committee approved legislation to change the way the FAA certifies new planes, including the agency’s reliance on employees of Boeing and other aircraft makers to perform key safety analysis. The bill would not eliminate the FAA’s use of private-sector employees to review their own companies’ planes – lawmakers believe it would be too expensive for FAA to do the work, and that the aerospace companies have more technical expertise. Instead, the bill would give FAA approval over picking private-sector employees who perform safety analysis and allow civil penalties for companies that interfere with their work. Boeing whistleblowers complained of pressure to approve systems on the MAX.
The bill would also require plane manufacturers to tell the FAA, airlines and pilots about automated systems that can alter a plane’s path. Top FAA officials and most pilots did not know about the anti-stall system on the MAX, called MCAS, until after the first crash, in October 2018 in Indonesia. Less than five months later, another MAX crashed in Ethiopia. In all, 346 people died. “Safety has to be the primary role for the FAA, and that’s one of the concerns we had in our investigative report, that Boeing and the FAA were too close, and that needs to be separated,” said Rep. Rick Larsen, the Washington state Democrat who is chair of the Aviation Subcommittee. “Those crashes were the inevitable culmination of stunning acts of omissions within Boeing and the Federal Aviation Administration,” said committee Chairman Peter DeFazio, D-Ore. Rep. Garret Graves, R-La., a staunch defender of the FAA, said the agency represents “the gold standard” in aviation regulation but the crashes show the need for improvement.
The committee approved the bill by what appeared to be a unanimous voice vote. Rep. Paul Mitchell, R-Mich., left the meeting after complaining that lawmakers had only one day to read the bill, which he called an “absurd” rush for such a complex, technical subject. The measure, based on recommendations from U.S. and international regulators and safety investigators, goes next to the full House. Its fate is uncertain, however. A similar bill was pulled from consideration in a Senate committee on Sept. 16, and Congress is rushing to adjourn so that lawmakers can go home and campaign for re-election.
Federal Aviation Administration (FAA) chief Steve Dickson on Wednesday will fulfill a promise he made just months after taking command of the regulatory agency in the midst of Boeing’s 737 MAX crisis.
“I am not going to sign off on this aircraft until I fly it myself and am satisfied I would put my own family on it without a second thought,” Dickson told FAA employees last November.
On Wednesday he’ll take off from Boeing Field in a high-profile test flight intended as Dickson’s personal assurance to the public that the MAX is safe following 19 months of intense scrutiny by his agency.
It’s the clearest signal yet that the FAA is poised to unground the jet in late October or early November.
The MAX was grounded worldwide in early March 2019 after the second of two fatal accidents that together killed 346 people aboard almost-new aircraft. A series of investigations established that the pilots on the Lion Air and Ethiopian Airlines jets struggled against a flawed flight control system on the MAX that overcame their commands.
Since then, the FAA and international regulators have been minutely examining the fixes proposed by Boeing.
As the company girds against the new existential threat posed by the historic pandemic-driven aviation downturn, Dickson’s flight is a high-stakes moment.
For the MAX crisis that has consumed Boeing, shattering its plans for accelerated production and causing the loss of significant market share to rival Airbus, it could perhaps at last be a turning point.
Dickson tests Boeing’s fixes Dickson’s MAX test plane is scheduled to depart from Boeing Field at about 9 a.m. and is expected to fly for about two hours. Dickson will brief reporters after landing, at a news conference around 11:30 a.m. that will be broadcast live on the FAA’s website and social-media platforms.
On Tuesday in Seattle, Dickson and FAA Deputy Administrator Dan Elwell completed the recommended new pilot training for the MAX as part of the preparation for the flight.
Dickson is a former Air Force F-15 jet fighter pilot, and as a captain with Delta Air Lines he flew the previous models of the 737 as well as other Boeing and Airbus jets. At Delta, he rose to senior vice president of flight operations, responsible for the safety and operational performance of the airline’s global fleet.
He took charge of the FAA in July 2019.
Testifying in December before the U.S. House Transportation Committee, Dickson reiterated the FAA position that “when the 737 MAX is returned to service, it will be because the safety issues have been addressed and pilots have received all the training they need to safely operate the aircraft.”
Last December, Dickson starkly rebuked Boeing’s then-CEO Dennis Muilenburg for seeming to push for clearance to fly the MAX by the end of that month.
In August, the FAA laid out the proposed design changes on the MAX that it believes will make it safe. The proposals drew more than 200 comments from the public and aviation experts.
As the ungrounding approaches, foreign aviation regulators are lining up their own requirements and Congress is beginning to consider legislation to reform the process through which the FAA certifies airliners.
Last week, the executive director of the European Union Aviation Safety Agency (EASA), Patrick Ky, said publicly that his agency expects to sign off on ungrounding the 737 MAX in November.
EASA will stipulate further changes beyond those in the FAA proposal, but Ky said those can be retrofitted after the jet’s return to service and so won’t delay the MAX’s ungrounding.
And on Monday, the House Committee on Transportation announced a bipartisan legislative proposal designed to strengthen the FAA certification process.
However, at this point ahead of the election, it’s unlikely new legislation can be passed before next year.
An FAA report detailing the required pilot training must be published, with a period for public comment.
And a multi-agency Technical Advisory Board must review the final design documentation and issue its report.
The Federal Bureau of Investigation, Louisville Field Office, announces the arrest of Manuel Martin Salazarleija, Jr., age 26, for violating 18 U.S.C 39A, Aiming a Laser at an Aircraft.
On September 25, 2020, a Louisville Metro Police Department (LMPD) helicopter was performing surveillance of a vehicle fleeing the scene of a pharmacy burglary in Louisville, KY. At approximately 12:15 a.m., while conducting this surveillance, two LMPD officers were temporarily blinded by a laser being pointed directly at the helicopter. Helicopters operated by other law enforcement agencies and a news station also reported being targeted by a laser in the area. Once the location of the beams was discovered on the ground, FBI special agents were able to locate and interview Salazarleija. During the interview, Salazarleija admitted to intentionally aiming the beam of the laser pointer at an LMPD helicopter, while the aircraft was in flight within the special aircraft jurisdiction of the United States.
The public is reminded that this release is not evidence that the individuals discussed committed the crimes charged. All defendants are presumed innocent until the government meets its burden in court of proving guilt beyond a reasonable doubt.
The Federal Aviation Administration (FAA) issued a Special Airworthiness Information Bulletin for owners and operators of Boeing’s Dreamliner on Thursday. The bulletin applies to the three Dreamliner models, the 787-8, 787-9, and 787-10. In their bulletin, the FAA flags the possibility of the autopilot flight director system failing to capture the localizer on an ILS approach.
The FAA says there were reports that;
“…the autopilot flight director system was not providing proper guidance to capture the localizer when intercepting the localizer at large angles (40 degrees or more) from the runway and beam centerline.”
FAA bulletin follows problems with Dreamliner ILS approaches at Hong Kong Earlier this year, Simple Flying reported that there had been five incidents at Hong Kong Airport where Boeing 787 aircraft descended below the minimum safe altitude. It was believed the terrain around the airport was causing the false or failed localizer signal captures. At the time, Boeing told Simple Flying;
“Boeing is working closely on this issue with the AAIA and CAD in Hong Kong as well as the FAA. Boeing has provided information to 787 operators, including instructions for pilots to monitor data closely on certain approaches. We are also working on a permanent resolution.”
FAA bulletin provides a forensic breakdown of the ILS problem The bulletin issued by the FAA yesterday provides a forensic breakdown of the problem with Dreamliner ILS. According to the FAA, guidance from the autopilot flight director system partially reduced the intercept angle. However, the aircraft continued through the localizer at a heading not aligned with the runway centerline. The primary flight display continued to display “LOC” as the active roll mode, and there was no indication of a failure to capture.
However, both the localizer pointer and scale on the primary flight display did reveal the error. The affected aircraft initially turned toward the localizer heading, “but then stopped short and flew at a constant heading that intercepted the runway heading at a 20 to 30-degree angle.”
The FAA says localizer and glideslope modes were engaged, and the AFDS provided guidance to descend on the glideslope. This meant the aircraft continued to deviate from the runway centerline and descend on an incorrect heading.
Over 1,000 Dreamliners are in service around the world. The agile plane has proved a big hit with airlines and is now flown by scores of operators. But the Dreamliner has not been without its problems.
There have been continual quality control problems dating back the best part of a decade. These include problems concerning parts of the fuselage not meeting exacting engineering standards. In August, issues with improper fuselage shimming and inner skin surfacing were highlighted at Boeing’s 787 factory in Charleston. There have also been quality-control problems with the Dreamliner’s horizontal stabilizers.
In response to the incidents and the subsequent FAA bulletin, Boeing has issued a new Flight Crew Operations Manual Bulletin. The Boeing bulletin flags the problem and provides information on the operating instructions for AFDS operation during an ILS approach. The FAA also advised yesterday that Boeing is still working on updating the software to fix the problematic localizer mode behavior during Dreamliner ILS approaches.