Skip to main content

737 Max Recertification Process

As we all know the Recertification flight test for 737 max completed on 1-July-20. This is 737-7 Aircraft. As per the FAA below are the list of process further required to ungrounding of the Aircraft. But this is applicable only to US, each country's regulator has to approve it to make sure Max is flying safe only then it is allowed in their Airspace.

The remaining tasks include:

  • JOEB Validation & FSB Review – The FAA’s Flight Standardization Board (FSB) and the Joint Operations Evaluation Board (JOEB) which includes international partners from Canada, Europe, and Brazil will evaluate minimum pilot training requirements.  The FSB will issue a draft report for public comment addressing the findings of the FSB and JOEB.
  • Final FSB Report – The FAA will publish a final FSB report after reviewing and addressing public comments.
  • Final Design Documentation and TAB Report – The FAA will review Boeing’s final design documentation in order to evaluate compliance with all FAA regulations.  The multi-agency Technical Advisory Board (TAB) will also review the final Boeing submission and issue a final report prior to a final determination of compliance by the FAA.
  • CANIC & AD – The FAA will issue a Continued Airworthiness Notification to the International Community (CANIC) providing notice of pending significant safety actions and will publish an Airworthiness Directive (AD) that addresses the known issues for grounding. The AD will advise operators of required corrective actions before aircraft may re-enter commercial service.
  • FAA Rescinds Grounding Order – This marks the official ungrounding of the aircraft, pending completion by operators of the work specified in the AD, along with any required training.
  • Certificates of Airworthiness – The FAA will retain its authority to issue airworthiness certificates and export certificates for all new 737 MAX airplanes manufactured since the grounding.  The FAA will perform in-person, individual reviews of these aircraft.
  • Operator Training Programs – The FAA will review and approve training programs for all part 121 operators.



Official video from FAA.  Max Certification official Video by FAA. 

Labels:

Comments

Post a Comment

Popular posts from this blog

Aircraft Nose Cone

Why the Nose Cone in Aircraft is Important ?   Nose cone is also known as RADOME. As the Name Implies, it is the DOME which consists of Radar Equipment. The function of the radome is to protect the antennas installed in the nose of the aircraft from airflow, rain, hail, lightning strike, bird strike,etc. At the same time it must provide a radio-frequency transparent window, suitable for the microwave signals of the weather detection radar, instrument landing system and microwave landing system. The most demanding system in terms of radome radio frequency specification is the weather radar.   Nose Cone/Radome Sources of radome degradation   There are many reasons for the performance level of a radome to degrade below minimum requirements. They range from lightning strike, bird strike, natural erosion, water ingress for some types of radomes, ageing, poor, repairs such as wrong material used, or over-painting.   How a degraded radome affects t...
Post a Comment
Read more

Jet Engine - How it works

All jet engines, which are also called gas turbines, work on the same principle. 1. The engine sucks air in at the front with a fan. 2. A compressor raises the pressure of the air. The compressor is made with many blades attached to a shaft. 3. The blades spin at high speed and compress or squeeze the air. 4. The compressed air is then sprayed with fuel and an electric spark lights the mixture. 5. The burning gases expand and blast out through the nozzle, at the back of the engine. As the jets of gas shoot backward, the engine and the aircraft are thrust forward. As the hot air is going to the nozzle, it passes through another group of blades called the turbine. The turbine is attached to the same shaft as the compressor. Spinning the turbine causes the compressor to spin. The air goes through the core of the engine as well as around the core. This causes some of the air to be very hot and some to be cooler. The cooler air then mixes with the hot air at the engine exit area. ...
Post a Comment
Read more