The FAA is expanding a cargo-compartment inspection mandate to all Boeing 787s after determining the affected parts—decompression panels—may be found throughout the widebody twin fleet and not just on a limited number of aircraft.
One week into a de facto partial fleet grounding, Boeing continues to evaluate the scale and needed steps to correct 737 MAX electrical system problems—an issue that extends beyond the area originally flagged by the manufacturer.
The FAA has set the end of 2025 as its target for updating the changed product rule, issuing revised guidance on determining pilot reaction times when evaluating failure scenarios, and developing a process to ensure its engineers know when manufacturers change system safety assessments during product certification.
Boeing failed to meet its obligations in five of 12 areas specified in a 2015 agreement with the FAA that required various safety and quality-control improvements in its Commercial Airplanes division and will pay $5.4 million in new penalties as a result, the FAA said Feb. 25.
International and regional procedures have been established for the unlikely but still possible contingency of losing direction from air traffic control (ATC) in oceanic airspace, a situation that occurred in spring 2020 in airspace controlled by the FAA’s New York oceanic control center.
Global regulators and operators moved quickly to minimize the risk of another incident involving a Pratt & Whitney-powered Boeing 777, banning them from airspace or voluntarily pulling them from service while the FAA, Boeing, and Pratt develop immediate inspection parameters.
The FAA is leveraging its wide-ranging flight data tracking and analysis contract with Aireon to monitor Boeing 737 MAX operations as part of the model’s return to service, using a pair of products to get real-time flight alerts.
The FAA is giving affected Boeing 787 operators 45 days to inspect forward and aft cargo compartments for damaged decompression panels after inspections for a related issue turned up the new problem, the agency said.
The FAA expects to certify the first of a new generation of advanced or urban air mobility (AAM/UAM) aircraft later in 2021 and says regulations will be in place in time for initial piloted electric vertical-take-off-and-landing (eVTOL) operations to begin as early as 2023.
Industry’s push to get revised training standards for U.S. mechanic educational programs received a boost in the recent stimulus bill, as Congress included language that calls on the FAA to issue a new rule by midyear.
Alaska Airlines reached an agreement in principle with Boeing to take as many as 120 new 737-9 jets in coming years, marking the first sale of a MAX aircraft to a U.S.-based customer since the type was grounded nearly two years ago.
A bipartisan effort to fast-track new FAA certification and oversight mandates is using the emergency funding-focused omnibus bill to get the legislation into law, agreeing on new requirements targeting what the agency can delegate to manufacturers, emphasizing human factors reviews, and urging FAA to spearhead improvement of global pilot training.
The FAA’s recent shift towards working with certificate holders to resolve certain regulatory violations and its handling of safety complaints from employees are facing renewed scrutiny and some legislative changes following a Senate Commerce, Science & Transportation Committee report on safety oversight.
The FAA, codifying a lesson learned from the Boeing 737 MAX saga, plans to use ad-hoc internal review boards to help validate work as during the aircraft certification process, administrator Steve Dickson said.