The FAA has issued an airworthiness directive for certain Bombardier Challenger 300s as a result of reports of deformation found at the neck of the pressure regulator body on the oxygen cylinder and regulator assembly (CRA). It requires an inspection to determine if a specified oxygen CRA is installed and to replace affected oxygen CRAs.
The Airbus A380 has had its share of problems both before and since deliveries began in late 2007. On the same day last week, Tuesday, two airlines suffered flight-terminating mechanical problems with the world’s largest passenger airliner.
The first flight of Embraer’s new Legacy 500 has been delayed until the third quarter of this year, due to software problems with its fly-by-wire controls. Nonetheless, the 500 and its shorter-haul, smaller sibling, the Legacy 450, are set to shine as the latest entries in the Brazilian manufacturer’s burgeoning book of business jet offerings, which range from the entry-level Phenom 100 to the uber barge Lineage 1000.
Boeing has sold 205 BBJs based on all of its aircraft models and that includes its two newest widebodies: the 787 twinjet and the 747-8 Intercontinental, the latest iteration of its iconic jumbo quad jet. Twin-aisle jets now represent the majority of the BBJ backlog. VVIP customers have ordered nine of the $318 million (green) 747s and 12 of the $185 million 787s.
Bombardier’s new Learjet 85 is the latest in a growing line of business jets to feature an integrated air management system from Liebherr-Aerospace & Transportation (Booth No. N5307). The company’s expansion into business aviation is in line with its aim to become the world leader in civil aircraft air systems.
Ever since automaker CEOs went private jet-in-hand to Washington seeking bail-out bucks in 2008, business aircraft have become the political pinata of choice for certain members of the elected, who mistakenly see attacking executive contrails as surefire re-election rhetoric.
The Southwest Airlines 737-300 that lost some fuselage skin last month must surely have provided its occupants with some horribly tense minutes, but the airplane made it safely back to terra firma.
Misshapen and misaligned rivet holes in parts of the fuselage removed from a Southwest Airlines 737-300 has lent more credence to theories that a manufacturing flaw led to the eventual failure of the lap joint during an April 1 accident in which a five-foot-long tear developed in the roof of the airplane while en route from Phoenix to Sacramento. A rapid depressurization occurred at 34,000 feet, forcing the crew to divert to Yuma, Ariz.
Operators of certain Boeing 737 Classics will need to perform eddy current inspections on parts of their fuselages every 500 flight cycles, forcing interruptions to their service at much more frequent intervals than anyone had originally envisioned.
The Gulfstream G350 and G450 received Transport Canada approval to operate at their maximum cruise altitude of 45,000 feet. Transport Canada normally restricts flight to below 41,000 feet unless special conditions are met to ensure against rapid cabin depressurization. To achieve this Gulfstream added its automatic emergency descent mode (AEDM) feature to the two jets.