United Airlines is buying 15 supersonic jets that could get you from New York City to London in 3.5 hours

Boom Supersonic
The future United Airlines plane from Boom Supersonic.

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Cicadas aren’t the only thing that return every ~17 years. The promise of supersonic commercial flight reemerged yesterday when United Airlines announced it’s buying 15 jets from Boom Supersonic.

Supersonic = faster than the speed of sound. Boom’s planes could cut flight times in half and get you from a bagel breakfast in NYC to teatime in London in 3.5 hours.

Catching a flight that quick hasn’t been possible since 2003, when the iconic Concorde jet retired. It was an expensive, gas-guzzling machine, and the loud booms it made while breaking the sound barrier woke up enough babies that Congress banned supersonic flights over US soil in the ’70s.

  • Now, Boom and other supersonic startups are working on net-zero emissions and noise-muffling tech.

Looking ahead…supersonic jets are largely in the development phase; Boom’s never actually built a full-scale version of its Overture aircraft, and it’ll need to clear regulatory checks before passengers hop onboard in 2029. Just last month, one of the leading supersonic jet makers, Aerion, shut down because of financial troubles and concerns about fuel-efficiency and noise regulations.

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Read the original article on Business Insider

Dassault’s largest-ever private jet can fly up to 7,500 nautical miles and has fighter jet tech- meet the $75 million Falcon 10X

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

  • Dassault Aviation unveiled a new jet to compete with Gulfstream and Bombardier’s heavy-hitters.
  • The Falcon 10X features a 7,500 nautical mile range and the widest cabin of any competitor.
  • Its cockpit features fighter jet features, touchscreen systems, and digital fly-by-wire technology.
  • See more stories on Insider’s business page.
Dassault Aviation is finally catching up to its competitors.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

The French aircraft manufacturer just unveiled the latest in its line of Falcon business jets, including its $75 million flagship, the Falcon 10X.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

The largest and widest business aircraft that Dassault has ever produced, the Falcon 10X aims to be a long-range leader after the company fell behind competitors Bombardier and Gulfstream in the ultra-long-range category.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Read More: French aircraft maker Dassault just unveiled a new $47 million private jet that can fly 5,500 nautical miles — take a look at the Falcon 6X

The Falcon 8X, Dassault’s current flagship, for example, only has a top range of 6,450 nautical miles, more than 1,000 nautical miles shy of its competitor’s top products.

The Dassault Falcon 8X takes to the air at Le Bourget airport on June 19.
A Dassault Falcon 8X performs at the 53rd International Paris Air Show at Le Bourget Airport near Paris, France June 19, 2019.

A range of 7,500 nautical miles on the Falcon 10X, however, firmly puts Dassault back in the game.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Bombardier’s Global 7500, alternatively, has a top range of 7,700 nautical miles.

VistaJet Bombardier Global 7500
A VistaJet Bombardier Global 7500.

Read More: Private jet industry CEOs say 2 new planes coming out soon will change the business forever. See inside the Gulfstream G700 and Bombardier Global 7500.

Source: Bombardier

And Gulfstream’s G700, which has not yet achieved certification, can fly 7,500 nautical miles.

11 Gulfstream G700
A cabin mockup of Gulfstream’s G700.

Read More: Gulfstream’s new $75 million private jet is the world’s largest — see inside

Source: Gulfstream

Step into the cabin of the Falcon 10X.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

An aircraft intended to fly for more than 15 hours needs to be, at the very least, comfortable. At nine feet and one inch, the Falcon 10X’s cabin is the widest of any of the ultra-long-range business jets from Dassault, Gulfstream, and Bombardier.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Rival aircraft top out at eight feet and two inches, the width of the Gulfstream G700.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

The Falcon 10X also boasts the tallest cabin among its competitors with a height of six feet and eight inches.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

The cabin can be divided into four areas, each with unique touches. “Comfort and productivity” were guiding principles in designing the living areas, Carlos Brana, Dassault’s executive vice president for civil aviation, told Insider.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Seat pairs, for example, still feature tray tables but they are individualized as to not bother the seat neighbor. They can be also brought together if need be.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

A staple on any wide-cabin private jet, the Falcon 10X also features a dining and conference area that can be used for meals or meetings.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Even the galley kitchen is used as a living area, with the crew rest area doubling as a seat. Unlike other private jets, two windows illuminate the kitchen with natural light and open the space that’s traditionally reserved as a work area for cabin attendants.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

An entertainment suite acts as a retreat to unwind on longer flights, complete with a divan and wide-screen television.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

The bedroom is located at the rear of the aircraft as an onboard retreat. The extra width of the cabin allows for a queen-size bed to fit in the room.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Aircraft owners can also opt for another seat in the bedroom to act as an office or a private setting for meals. “We created an apartment, a penthouse in the sky,” Agnès Gervais, Dassault’s head of industrial design, said.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Attached to the master bedroom is an en suite bathroom, complete with a walk-in shower, further establishing the notion of a flying apartment.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

With 19 windows on each side of the aircraft, there will be no shortage of natural light.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

In order to mitigate jet lag and other adverse effects of long hours in a plane, the jet’s cabin humidity and pressure levels can be the same at 41,000 feet as they feel at 3,000 feet.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Fresh, filtered air will also be flowing through the cabin. “Our goal is to make sure that when [passengers] exit the airplane, they are fresh, rested, relaxed, and they can go to the next stage of their trip,” Brana said.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

In the cockpit, touchscreen technology is widely used with Honeywell Aerospace’s Primus Epic avionics suite. Multi-touch functionality allows two pilots to use the same screen at once.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Read More: Aircraft will soon be voice-controlled in the next step towards self-flying planes — here’s how engineers are actively working to make it reality

Source: Dassault Aviation

Four high-definition displays give pilots information and are flanked by flight computers. Honeywell Aerospace also provided a lot of safety features including synthetic vision, airport moving maps, and a runway overrun awareness system.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Dassault was also able to use technology found on its Rafale fighter jet aircraft in the Falcon 10X.

French Air Force Dassault Rafale
A French Air Force Dassault Rafale.

Engine thrust is controlled by a single lever, despite the aircraft having two engines, just like on the Rafale

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

And pilots have heads-up displays that can help navigate through poor weather.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Side-stick controls have replaced standard control yokes, and the Falcon 10X also features digital fly-by-wire controls to improve safety. A button on each side of the cockpit can steady the plane in the event of unusual turbulence.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Both cockpit seats are also designed to lay fully flat to form a bed and eventually act as a crew rest area for one of the pilots.

That’s not allowed just yet as two pilots have to be flying at all times, but increased automation is leading to fewer pilots being needed in the cockpit in the future.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

“Our objective is to drastically reduce workload while still be able to adapt to the challenges of air traffic control,” Philippe Duchateau, Dassault’s chief test pilot, said.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Powering the Falcon 10X are two Rolls-Royce Perl 10X engines producing more than 18,000 pounds of thrust each and offering a top speed of Mach .925.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

It’s the first time that Dassault has called upon Rolls-Royce for Falcon jet aircraft engine. “We strongly believe that Rolls-Royce has the right competencies, the right technology in order to design this engine to be fitted for us,” Éric Trappier, Dassault’s chief executive officer, said.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Aiding the aircraft’s aerodynamic performance is its wing design. Dassault needed it to be effective at high speeds during cruise flight, and also at low speeds when accessing smaller airports.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

As a result, the carbon-fiber wings were swept back further and the wingspan increased.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Every city pair in the world is accessible with just one stop and non-stop city pairs include long flights like New York-Johannesburg, South Africa; Paris, France-Santiago, Chile; and Hong Kong-Atlanta, meaning fewer stops for travelers.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

“We put the bar very high, at the top,” Trappier said.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

The Falcon 10X’s entry into service is planned for late 2025.

Dassault Falcon 10X
Dassault Aviation’s new Falcon 10X private jet.

Source: Dassault Aviation

Read the original article on Business Insider

How the world’s largest airplane boneyard stores and regenerates 3,100 retired aircraft

Following is a description of the video:

Narrator: The 309th AMARG stores the world’s largest collection of military aircraft here in the Arizona desert.

Col. Jennifer Barnard: I like to call this the ugliest plane out here, the YC-14. It was an aircraft that never went into production.

Narrator: Eight hundred mechanics work nonstop, reclaiming critical old parts and regenerating aircraft so they can go back into service.

Barnard: I can’t just pull over an airplane like you can a car. And we have to make sure that these aircraft are safe to fly. Our goal is not to be like a cemetery for the aircraft.

Narrator: That’s Col. Barnard. She’s served 25 years as a US Air Force Aircraft Maintenance Officer.

Barnard: As a commander here, I am in charge of the whole operation. The assets stored here are worth somewhere between $34 billion and $35 billion, if you were to try to replace them all. It’s a big number.

Narrator: She took us inside this massive facility to see how these military planes get a second chance at life. AMARG got its start back in 1946. After World War II, the Army needed a place to store old planes. They chose Davis-Monthan Air Force Base here in Tucson. With nearly 2,000 football fields worth of open desert, there was plenty of space.

Barnard: We’re known worldwide as the boneyard. Our guys take pride in being boneyard wranglers.

Narrator: Arizona has the perfect weather for storing these assets. It’s hot, there’s little rainfall, no humidity, and the soil?

Barnard: It’s as hard as concrete.

Narrator: So planes won’t sink.

Barnard: The dryness, as well as the lack of acidity in the soil, prevent corrosion on the assets.

Narrator: Aircraft come here from the Department of defense, military, other government agencies, and froeign allies.

Barnard: We have about 3,100 airplanes. The planes are mostly military. They come from the Air Force, the Navy, the Army, and the Marines. We have over 80 different types of airplanes here.

Narrator: Planes and helicopters arrive and are lined up in sections.

Barnard: So we’re driving down display row here, or celebrity row as some people call it. We do have a sense of humor here. That’s our stealth aircraft, which is actually just Wonder Woman’s jet. The LC-130s have skis along with their landing gear so they can land down in Antarctica and support the National Science Foundation all across that continent. We’re coming up on a NASA aircraft. It’s affectionately called the vomit comet.

Narrator: Some aircraft will be here for weeks before they’re called back into service. Other aircraft can be here for 50 years, similar to this A-4 Skyhawk. Each plane goes through a preservation process before it’s put in the desert. Those that may fly again are re-preserved every four years. They’re defueled, then oil is pumped through the engine to preserve it.

Barnard: The black material that we have on here is the base layer that seals up the aircraft. And then later, as you can see, the rest of the aircraft around here, the coats on top are white. And those white coats will reflect the heat so it better preserves the assets all on the inside of the aircraft.

Narrator: Like the inside of this C5-A Galaxy.

Barnard: The inside of the C5 is the largest cargo aircraft in the Air Force inventory. I have deployed on these.

Narrator: One of six deployments Col. Barnard’s had to Afghanistan, New Zealand, and Antarctica.

Barnard: And we can fit three HH-60 helicopters, and a lot of our equipment that we need, as well as all our maintainers. We have just over 60 of them here. And every one of them needs 72 tie-downs. Airplanes are designed to fly, and when it gets a little breezy out here we want to make sure they stay parked.

Narrator: But not every plane just sits around collecting dust. US military units around the world can request specific parts off these planes.

Barnard: An aircraft has so many thousands of parts. Just like a reservoir keeps things in case you need them. And then we release what’s out of the reservoir as needed.

Narrator: And some of the parts the military can only find here at AMARG.

Barnard: We are that assurance that there’s a part available when the supply system main sources don’t get it. We send anywhere from 4,000 to 7,000 parts out every year to the tune of a few million dollars each week worth of supply parts.

Scott and James here are removing the engines from the back of this T-38 as a reclamation effort because these have been requested to go back into service. So once the crews reclaim the parts out in the desert and bring them into the end of this building, they get washed, they get non-destructive inspection, and they’re going to pack and ship these right out the door as fast as we can.

Narrator: But sometimes, instead of being used for parts, an entire plane will be regenerated, meaning they’ll pull it out of the desert and wash it down.

Mike Serrano: We have to remove all the coatings that are used to preserve the aircraft out in the desert.

Narrator: After getting a nice shower, it’s fixed up.

Barnard: What our team is working on here is a C-130 that’s being regenerated for foreign military sales. In this hangar, the current project that we’re working on is F-16s in post-block repair. It’s a package of structural improvements on the aircraft to extend their flyable life.

Narrator: The unit also handles aircraft modifications.

Barnard: These aircraft come from US units that are active right now. And then they get some work done on them, and they go back out to that same unit. So we’re able to upgrade those and modify them to keep them up with the current standards in the active fleet.

Narrator: Complicated individual pieces are sent to separate back shops for repair and overhaul.

Barnard: Here in the wing shop … We have all the center portions of the A-10 wings being rebuilt here. And the outer portions being rebuilt there. There’s actually hundreds of pieces inside of an aircraft wing. The complexity and the level of structure, it’s really eye-opening for many folks. Each set of wings can take up to 20,000 man hours to overhaul.

Narrator: Once parts are fixed, they go through a thorough inspection. We’re here in the non-destructive inspection area. Pete’s working on a fluorescent dye penetrant.

Pete Boveington: It’s basically a liquid that absorbs into cracks, and we can apply a black light to it. And you can see there’s a crack right here that shows up. This crack right here on this part in the landing gear could cause catastrophic failure on the landing gear.

Narrator: Not a single crack on an entire plane can get past this team.

Barnard: We have to make sure that these aircraft are safe to fly so that we protect that asset, and we protect the air crew that’s inside of that asset. So the stakes are pretty high.

Narrator: Once fixed, the planes go through a rigorous final flight test. Pilot Scott Thompson is testing these regenerated F-16s.

Lt. Col. Scott Thompson: I will take them out to the airspace just south of here. Close enough to where if I do have a problem I can get back onto the ground immediately and pretty much put them through the wringer. We test flight controls, and the handling, and the engine performance, and all the systems on the plane pretty extensively, at all altitudes.

Barnard: They go out to become full-scale aerial targets.

Narrator: That’s a happy ending for a plane pulled from the desert here at AMARG. But for other aircraft, this is the end of the line. The planes marked with a big D are destroyed by a third-party contractor.

Barnard: So these are our guys that work the demil, and they prepare aircraft for disposal. Well, and I will get out of the way of the crowbar.

Worker: I’m pretty good with this crowbar.

Barnard: I’m pretty good at destruction too, but you guys are being super careful about it, which you should be.

Narrator: The planes are demolished for good reason.

Barnard: We’ll make sure everything’s accounted for and that the materials and the technology don’t fall into the wrong hands.

Narrator: While some Americans may not have heard of AMARG, it actually saves taxpayers a lot of money.

Barnard: The assets stored here are worth somewhere between $34 billion and $35 billion. And so to make a new one may not be possible, versus to rejuvenate an old one might be the best-case scenario.

Narrator: But for the workers, it’s not just about saving the military some money. It’s also about giving these planes another life.

Thompson: A lot of these airplanes haven’t flown for a very long time. I flew a lot of them operationally back in the day. It’s great to get back in them and bring them back to life.

Barnard: These airplanes have a lot of stories to tell, and it’s wonderful to spend time with them and think about that. There are very few of us military that are lucky enough to be assigned here. It’s just a joy to be able to work with these people every day and be around these airplanes.

Read the original article on Business Insider

An expert explains what would’ve happened if United flight 328 experienced its scary engine failure over the ocean

United Airlines Boeing 777
A United Airlines Boeing 777.

  • United Airlines flight 328 landed safely after experiencing an engine failure over Denver over the weekend.
  • Even if the engine failure had occurred over water while en route to Hawaii, the aircraft likely could have landed safely. 
  • Wide-body aircraft like the Boeing 777 are rated to fly for more than five hours on a single engine.
  • Visit the Business section of Insider for more stories.

A United Airlines flight from Denver to Honolulu successfully executed a safe emergency landing on Saturday after suffering an fiery engine failure shortly after takeoff.

Though debris spewed across Denver suburbs, the aircraft was able to quickly turn around and land back at Denver International Airport with no injuries or lives lost.

The entire ordeal lasted less than 30 minutes since the failure occurred just miles from a major international airport. But as this aircraft was heading to Hawaii, there was a possibility that the aircraft could have lost its engine while flying high over the Pacific Ocean – with the nearest airport potentially hundreds of miles away. 

It’s a scenario that regulators have feared since the beginning of the jet age. The guiding theory was that having more engines on a plane would help airliners make it to the nearest airport in the event of a failure. Three and four-engine planes like the Boeing 747, Douglas DC-8, and Lockheed L-1011, among numerous others, ruled oceanic skies for exactly that reason.

Regulators eventually created Extended-range Twin-engine Operations Performance Standards, or ETOPS, where twin-engine aircraft could cross oceans. Aircraft only had to stay within a certain flight time from the nearest suitable airport in case an emergency landing was required. 

The Boeing 777-200, the plane in question in the incident over the weekend, can fly over five hours with just one engine thanks to its 330-minute ETOPS certification. That’s around the flight time from Los Angeles to Honolulu.

When flying over the Atlantic between North America and Europe, diversion airports along the way typically include Keflavik Airport in Iceland, Gander International Airport in Canada, and Narsarsuaq Airport in Greenland. But flights to Hawaii from the mainland US often have no intermediate airports along the route, leaving pilots with two options: return to the mainland or continue to Hawaii. 

“The decisions that the crew would have to make would be based on the location of the aircraft,” Henry Harteveldt, founder of travel research company Atmosphere Research Group, told Insider. “Has it reached the halfway point between the mainland and Hawaii? If it had not, chances are it would return back to the mainland and land at the closest available airport that could accommodate the 777.”

Overwater flights are dispatched with ETOPS requirements in mind to ensure that a diversion airport is always within reach, assuming that the engine failure or shut down doesn’t lead to other problems with the aircraft.

San Francisco International, Los Angeles International, and San Diego International, to name just a few, are possible diversion airports if the aircraft have to return to the mainland. But if past the halfway point, pilots might decide to press forward to Hawaii and may even determine they can land at the intended destination airport.

An aircraft flying from Denver to Honolulu, for example, wouldn’t operate unless that aircraft could fly to a diversion airport with one engine at any stage of the flight, whether over Colorado suburbs or the mid-point between the mainland and Hawaii. 

A new generation of aircraft based on ETOPS

Fears of an overwater engine failure on a twin-engine jet hindered the development of the segment for decades. True innovations with two-engine aircraft only came about once aviation regulators introduced ETOPS in the 1980s and manufacturers started to build larger twin-engine jets like the Boeing 777, Airbus A350 XWB, and Boeing 787 Dreamliner.

Those aircraft are now replacing the costlier quad-engine aircraft like the Boeing 747 and Airbus A380, with new types like the Boeing 777X currently in development. Twin-engine aircraft now operate the longest flights in the world, including the latest New York City-Singapore route that’s operated by an Airbus A350-900ULR

And it’s not only twin-engine wide-body aircraft that can use ETOPS as smaller aircraft like the Boeing 737 and Airbus A320 families can get the certification. Flights from the mainland US to Hawaii are frequently operated by narrow-body aircraft and some airlines use them to fly between North America and Europe under ETOPS rules

“The certification for these planes to operate over water has been rigorous, and it’s been going on since 1985,” Harteveldt said.

Harteveldt was working for Trans World Airlines, commonly known as TWA, when the Boeing 767 received ETOPS certification that allowed it to fly as far as 60 minutes from the nearest alternate airport. Those limits were gradually increased, allowing airlines to fly more direct routes instead of focusing on staying close to land. 

United’s experience with flying over water with one engine

An overwater engine shut down isn’t within precedent as a United Airlines Boeing 777-200 flying from Auckland, New Zealand to Los Angeles in 2003 was forced to shut down one engine while over the Pacific and divert to land, according to FlightGlobal. The nearest airport in Kona, Hawaii ended up being over three hours away, technically over the 180-minute requirement for the 777 at the time. Still, the aircraft was able to land safely after around 190 minutes from the engine shutdown.

Another United Boeing 777 flight from San Francisco to Honolulu in February 2018 was forced to shut down an engine after an issue with the Pratt & Whitney PW4000-112 engine, according to a National Transportation Safety Board report, and managed to make it to the destination airport on one engine. 

Harteveldt noted, however, that the loss of the engine nacelle, or the covering that houses the engine, on flight 328 may have adversely impacted the aircraft’s range and limited the diversion airports available for landing.  It was also revealed that a piece of the engine did in fact puncture the fuselage and may have contributed to an even greater loss of aerodynamics that may have reduced its range, even more, according to Harteveldt. 

Read the original article on Business Insider

Boeing drops after airlines ground 777 planes following engine failure over Denver

Boeing 777
Pieces of an airplane engine from United Airlines Flight 328 sit scattered in a neighborhood on February 20, 2021 in Broomfield, Colorado.

  • Boeing stock fell 3% during Monday’s session in the wake of the engine failure of a 777 plane over Colorado on Saturday. 
  • Boeing recommended airlines suspend the use of planes equipped with Pratt & Whitney PW44000-112 engines. 
  • The National Transportation Safety Board found two fan blades in the United Airlines engine were fractured. 
  • Visit the Business section of Insider for more stories.

Boeing stock dropped Monday after the aircraft manufacturer recommended that airlines ground certain 777 planes after an engine failure on United Airlines flight rained debris over the Denver area on Saturday.

United Airlines said it will “voluntarily & temporarily” remove 24 Boeing 777 aircraft powered by Pratt & Whitney 4000 series engines from its schedule. The move came after Flight UA328 from Denver to Honolulu experienced an engine failure shortly after departure. The flight landed safely at Denver International Airport.

None of the 229 passengers or 10 crew members were injured, the National Transportation Safety Board said in a statement. Parts from the plane were found scattered around the Broomfield area, which is located about 22 miles east of Denver International Airport. The NTSB said Sunday an initial examination of the Pratt & Whitney PW4077 engine showed, among other findings, that two fan blades were fractured.

Boeing stock fell as much as 3.1% to $210.83 before trimming the loss to 1.8%.  Boeing’s shares over the past 12 months have lost roughly 33%. United shares, meanwhile, rose 3.5%.  

“While the NTSB investigation is ongoing, we recommended suspending operations of the 69 in-service and 59 in-storage 777s powered by Pratt & Whitney 4000-112 engines until the FAA identifies the appropriate inspection protocol,” said Boeing in a statement Sunday, referring to the Federal Aviation Administration.

Pratt & Whitney is a subsidiary of Raytheon Technologies. Raytheon stock fell 1.5%.  

Boeing said it supported the decision by the Japan Civil Aviation Bureau and the FAA to suspend operations of 777 aircraft equipped with Pratt & Whitney 4000-112 engines.

“We are working with these regulators as they take actions while these planes are on the ground and further inspections are conducted by Pratt & Whitney,” Boeing said. 

The UK Civil Aviation Authority said Monday it has suspended the use of planes with Pratt & Whitney 4000-112 engines in UK airspace. The engines are not used by any UK airlines, it said. 

Read the original article on Business Insider