That is the word from the school house. PWs back next year.

Copy... they will be back 4-16 months from now.

Just pasting a Sep 9 excerpt from an Aviation Week article by Sean Broderick. Basically confirms the PW birds won't be back this year. While a new blade inspection regime is close to approval, the nacelles are going to be the holdup.

"The longer-term issue that must be addressed is nacelle modifications. Boeing has been working on nacelle changes since before the most recent in-flight failure. But the sources with knowledge of the situation confirm that the work is not likely to be done and approved before 2022. The FAA is not expected to approve any of the aircraft for revenue service until both issues are solved, the sources added.

Nacelle design and approval is a complex process that traditionally has taken several years. That was before new concerns about protecting the airframe from damage when engine failures are contained—meaning debris does not go through the engine structure and threaten the airframe—and occur during different phases of flight, not just when the engine is at full power, which is the current certification benchmark.

Boeing requests exemptions to get PW4000-powered 777s operational sooner

By Jon Hemmerdinger15 October 2021
Boeing has asked US regulators to approve incremental modifications to the 777 intended to address the risk of Pratt & Whitney turbofan blade-out failures, rather than requiring simultaneous certification of all changes, as it pushes for the early return to service of the fleet.

The airframer is developing several modifications to PW4000-powered 777s, including changes to inlets, fan cowls and support struts.

PW4000-powered 777s have not flown in service since shortly after a United Airlines-operated example suffered a blade-out engine failure in February.

On 14 October, the Federal Aviation Administration (FAA) notified the public that Boeing had petitioned for PW4000-powered 777s to be partially exempted for five years from some powerplant-related rules.

“This exemption is required to allow certification and incorporation of the incremental changes as they become available to enhance safety and to meet the anticipated mandated compliance period of the planned airworthiness directives,” Boeing said in its petition to the regulator, dated 10 August.

“The exemption would… allow an earlier return to service of the 777-200 [and] 777-300 fleet powered by Pratt & Whitney engines” the petition says. “Returning these airplanes to service restores passenger and cargo air transport capacity which would be utilised to the benefit of the public in many ways.”

In August, FlightGlobal reported that Boeing was seeking similar exemptions for 737NGs powered by CFM International CFM56 powerplants – a move following two fan blade failures.

Airlines pulled PW4000-powered 777s from service after the United incident in February – the third such event. The FAA responded immediately by ordering engine inspections.

The jets remain out of service, though the FAA has not grounded them. The agency did not respond questions about Boeing’s exemption request. The National Transportation Safety Board (NTSB) continues to investigate the February incident.

Boeing “is working closely with the FAA, our customers and Pratt & Whitney to safely return PW4000-112-powered 777 airplanes to service,” the company says. “We have identified design changes and are working to finalise them, including a robust certification effort.”

The engine manufacturer says it backs Boeing’s proposed exemption request. ”We continue to support the ongoing NTSB investigation. We are coordinating all actions with Boeing, airline operators and regulators to support return to service of this fleet.”

Boeing’s petition requests temporary exemption from several regulations, including one specifying that “no single failure or combination of failures will jeopardise the safe operation of the airplane”. Others relate to engine support structures, vibrations, engine acceleration and rotation.

Meeting one rule requires meeting the others, Boeing writes. “A fully compliant design requires simultaneous certification of all changes”.

Boeing says its fixes are complex and will not be available simultaneously. “Without an exemption, full compliance for the [fan-blade out] condition would require incorporation of all Boeing and Pratt & Whitney service bulletins at the same time,” the document says.

Just got back from TK, of course every rumor out of there is true.

The phased in idea from Boeing to the FAA was turned down. Back to full certification, sometime in 2022....

I don't think the FAA is going to give Boeing any kind of latitude, given their recent history. KC46, Max, and now 777-9 problems.

Add to that list the recent issue with faulty titanium parts for the 787. I’d agree that the feds are not going to cut Boeing any slack, and given their recent track record, they don’t deserve it. After years of focusing on cutting cost rather than quality control, the chickens are coming home to roost.

Well, another 6-8 months of spankin’ it on reserve. I’m down with that😁*



*assuming of course that this TK rumor is true

If it says Boeing.... I ain't going. South Carolina anti-union cheap arse plastic airplanes :D

The following excerpt from todays UAL press release on 3rd quarter earnings.

“Expected flying at record levels to Europe, Latin America, India, Africa and the Middle East in summer 2022, will be enabled by the anticipated return of United's Pratt & Whitney-powered Boeing 777s to the fleet in 2022, which - when combined with already announced approximately $2.2 billion in structural cost reduction and planned gauge growth - will allow United to keep CASM-ex1 in check as it continues on the path to recovery.”

I can’t wait for the certification (possibly not) of Guppious Maximus X!!!