August 14, 2017 - No. 064 In This Issue AFRL tests high-efficiency engine for unmanned aircraft Interior Projects Under Way at Jet Aviation Blended Wing research at NASA Langley could change aviation Cyber Experts to Gather for Aviation Security Conference Embry-Riddle Helps Bring Drones to Daytona Beach Police ACCC approves Virgin Australia's alliance with HNA Aviation Aeron Launches 'Aeron Register' - A Global Decentralized Aviation Record System Based on Blockchain Technology 5 Questions on FAA Enhanced-Vision Research Boeing, NASA Make Like Canada Geese to Save Energy AFRL tests high-efficiency engine for unmanned aircraft WRIGHT-PATTERSON AIR FORCE BASE, Ohio (AFNS) -- The Air Force Research Laboratory Advanced Power Technology Office, along with Engineered Propulsion Systems and the Arnold Engineering and Development Center, recently concluded ground-based testing of an advanced diesel engine that promises to increase the utility and ease the logistics burden of military aircraft missions. The high efficiency, innovative aviation diesel engine is a potential replacement for current manned and unmanned aircraft internal combustion engines. Designed by Engineered Propulsion Systems as part of an AFRL effort, the Graflight V-8, 4.3 liter engine is a "clean sheet" design specifically intended for aircraft use. It is liquid-cooled and capable of using either a composite or aluminum propeller. The compact engine is built to use up to 40 percent less fuel than typical aircraft engines, with less vibration. This increased efficiency extends operational range and loiter time by up to 50 percent. "Since this engine requires less fuel to fly the same distance, an aircraft or unmanned air vehicle could either carry more payload or fly a longer mission. Overall, if implemented, this technology has the potential to provide the Air Force a significant improvement in mission flexibility," said Capt. Randall Hodkin, the APTO Aviation Working Group lead. The benefits go beyond simple fuel efficiency. Using an innovative new control unit, the engine can operate using diesel, Jet-A, or JP-8 fuels that are readily available in-theatre, thereby reducing or eliminating the need to transport specialized fuels. This flexibility opens up the possibility of unmanned aircraft use in regions that were previously impractical. "Often one of the greatest military logistics burdens is fuel transport," said Hodkin. "If we can reduce or eliminate the need to ship specialized fuels, we've then reduced the associated cost and risk." The first step in turning this innovative design into reality was proof-of-concept testing, beginning with the recent ground tests conducted at the Arnold Engineering Development Complex. Here, the development team performed simulated flights at altitude in the facility's Propulsion Development T-11 Test Cell, which was reopened for this test effort after not being used for a decade. The T-11 test cell simulates airflow at a variety of altitudes. During the ground testing, the EPS Graflight engine was taken through a range of operational flight conditions, from sea-level to 30,000 feet and back, successfully meeting performance expectations and generating valuable data on performance factors such as fuel consumption, calibration, vibration and power output. AFRL researchers will use this data to prepare for future flight testing, confirm the engine's efficiency and validate the engine's performance characteristics for future Air Force users. Once the proof-of-concept is fully demonstrated, it will be considered for use in several Air Force manned platforms. Designers will also work to scale the engine down to a smaller variant, better sized for current Air Force unmanned aircraft. http://www.af.mil/News/Article-Display/Article/1275465/afrl-tests-high-efficiency-engine-for- unmanned-aircraft/ Back to Top Interior Projects Under Way at Jet Aviation Jet Aviation won its first BBJ completion contract in 1999, and the Swiss company recently redelivered that same BBJ, which had been out of service for "a number of years," following a complete refurbishment and exterior repainting. All the seats, sidewalls and carpets were replaced, as was some of the wood marquetry. The company also performed a modification to reduce the cabin altitude, installed improved soundproofing using the company's targeted sound prediction technology and completed a C-1 check and general defect rectifications. Jet Aviation is also performing medevac conversions on two Legacys at its Basel facility: a Legacy 600 for an Asian customer and Legacy 650 for a Middle Eastern client. Both are intended to fly medevac as well as charters. Jet Aviation has developed STCs for modifications allowing operators to switch the two interiors in a matter of hours. Meanwhile, Jet Aviation has begun construction of a 94,000-sq-ft (8,700-sq-m) widebody hangar in Basel to replace two existing hangars, adding 49,000 sq ft (4,550 sq m) of hangar space and 21,500 sq ft (2,000 sq m) of shops and offices to its headquarters facility. The hangars are scheduled for completion in next year's fourth quarter. https://www.ainonline.com/aviation-news/business-aviation/2017-08-13/interior-projects-under- way-jet-aviation Back to Top Blended Wing research at NASA Langley could change aviation HAMPTON, Va. - When you think NASA it's easy to think rocket launches and space travel, but its history is rooted a little closer to home...in air travel. "The world as we know it today in terms of being able to travel around the world with ease really the home of that is right here in Hampton, VA," said Bill Barry, NASA Chief Historian, in July. The Langley Research Center is looking to keep it that way, joining with Boeing - the company behind those massive jet airliners -- to develop a new wing design taking air travel into the future. It's called the 'Blended Wing'. "Blended Wing is a brand new configuration. It`s an integration of the fuselage and the wings to be much more efficient plan for them," said Fay Collier, NASA's Associate Director for Flight Strategy. "Langley's been involved with the development of this concept since 1990 so that`s more than 25 years now. It`s gone from paper studies to wind tunnel tests to structural tests." The idea is to create a more fuel efficient plane that not only reduces air pollution, but noise pollution too. Langley's wind tunnel has been key to testing as recently as last year. Bob Liebeck, a Senior Fellow at Boeing, says they're hoping to get to a manned demonstration soon. The NASA partnership being vital to the blended wing's success. "Boeing and NASA have shared in the costs and NASA has not only brought money, they've brought at least half the technology," said Liebeck. But will the blended wing change the planes you see at the local airport? Collier says not for the foreseeable future. You could see it, however, landing at the local military bases. "We've been thinking it's going to be used for cargo first, military cargo, other military missions so that's kind of what our story has been. That would provide a natural transition at some point in the future to perhaps a commercial product," said Collier. But we're still likely a long way off from seeing the blended wing go from testing...to flying our skies. "From my perspective the time table is out there probably beyond 2030...the 2030 timeframe. That's where we've been focused. We're trying to mature the technology that the aircraft would need so that, if the market demands it, it could find its way into the fleet from 2030 and beyond," said Collier. Liebeck isn't as willing to give a timeline. "Right now I want to get through a manned demonstrator before I start setting a time schedule," he said. From 1990 to 2030...potentially 40 years of design and testing to change flight as we know it. http://wtkr.com/2017/08/11/blended-wing-research-at-langley-could-change-aviation/ Back to Top Cyber Experts to Gather for Aviation Security Conference (PRWEB UK) 11 August 2017 Taking place at the Marriott Hotel in Regent's Park on the 21st and 22nd November, the event will explore how to manage the tension between the 'smart' aviation industry and the inevitable security threat caused by the use of new digital technology. Addressing key issues such as supply chain and third party risk, the importance of information sharing and collaboration, incident response and the integration of cyber security and safety, the event will explore how both the cyber security and aviation industries can work together to mitigate risks and improve safety without compromising efficiency. As part of the event, there will be a number of panel sessions covering topics such as public and private information sharing, developing a culture of awareness, managing the skills gap and IT and operational technology convergence. A number of experts in both the global aviation industry and security sector are also confirmed as speakers at the event. These include: * Filippos Komninos, Athens International Airport S.A., Information Security Specialist * Chris Blask, US ICS ISAC, Unisys Director Industrial Control Security * Jonas Jorgensen, Copenhagen Airports, IT Director * John Hird, Eurocontrol, ATM & Cyber Security Senior Expert Directorate * Mike Heath, Calgary Airport Authority, Information Security Lead * Anson Fong, Los Angeles World Airports, Chief Information Security Officer * Peter Williams, Manchester Airports Group (MAG), Chief Information Security Officer * Kevin Borley, Bristol Airport, Head of IT and Innovation * Chris Johnson, University of Glasgow, Head of Computing * Fazle R Quasha, Fort McMurray Airport Authority, Manager Information Technologies * Ladislav Kaspar, Czech Airlines, j.s.c., Head of Security and Emergency Response Planning * Paul Hunton, Hunton Woods, Digital Forensics Expert Discussing the event, Founder James Nesbitt of the Cyber Senate commented: "The aviation industry is evolving rapidly and the integration of numerous smart technologies in areas such as airports, aircrafts and control towers will undoubtedly help drive the sector forward. "This tech brings with it many benefits, in everything from enhancing the customer experience to enabling asset owners to be more easily able to troubleshoot problems before they arise. However, it also makes aviation assets vulnerable to cyber threat and, perhaps in aviationmore so than in any other industry, security breaches have the potential to be truly catastrophic. "Cyber threats to the aviation industry are constantly evolving and asset owners must ensure that they have the most up-to-date strategies to ensure that they can manage them. This event will help them do that." https://www.benzinga.com/pressreleases/17/08/p9915526/cyber-experts-to-gather-for-aviation- security-conference Back to Top Embry-Riddle Helps Bring Drones to Daytona Beach Police The world's leading aeronautical university, Embry-Riddle, has announced a partnership with the Daytona Beach Police Department (DBPD) to launch an aviation program. The new aviation program will include a 5-officer unit and two drones, and is scheduled to launch at the end of this year. "Anything we can get to protect our citizens and our visitors, to keep them safe, we're going to do," Daytona Beach Police Chief Craig Capri said during a news conference on Aug. 10, 2017. "I'm very excited about this new technology, and it's going to save lives." In 2011 Embry-Riddle introduced the first Unmanned and Autonomous Systems Operations program in the country. Since then, their drone programs have grown to cover all aspects of drone technology. University faculty contacted the DBPD to offer collaboration after participating in research about the life-saving capabilities of drones. Officers will receive flight training at Embry-Riddle, in addition to assistance with selecting the appropriate technology solution for the department and in establishing best practices and appropriate protocols. Officers will have the benefit of online learning through the Embry-Riddle Worldwide programs, and get hands-on piloting experience at the Embry-Riddle's local campus. In response to concerns that drones could be used to gather information about individuals, Anthony Galante, an assistant professor at Embry-Riddle, emphasized that the program "will strictly adhere to Department of Justice guidelines concerning respect for civil liberties" and be used only reactively, to find missing people and to assess crime and accident scenes. As the benefits of drone technology in law enforcement and emergency services become clear, police and fire departments across the country are training their officers and implementing drone programs. For Daytona Beach, having the world leader in drone education in their community has given the DBPD all the tools they need to get started. http://dronelife.com/2017/08/11/embry-riddle-helps-bring-drones-daytona-beach-police/ Back to Top ACCC approves Virgin Australia's alliance with HNA Aviation The Australian Competition and Consumer Commission (ACCC) has approved a five-year alliance between Virgin Australia and HNA Aviation, along with HK Express and Hong Kong Airlines. In June, the ACCC awarded the draft authorisation to the strategic alliance, marking the first stage of the agreement. Since receiving the interim authorisation from the ACCC in March, the airline has introduced services between Australia and Hong Kong. With the latest approval, Virgin Australia will be able to coordinate its international passenger transport services between Australia and mainland China, which includes codesharing, frequent flyer programme participation, lounge access, route planning, and scheduling. Virgin Australia Group CEO and managing director John Borghetti said: "HNA Aviation, Hong Kong Airlines and HK Express are very well regarded in the aviation industry and we are excited to work closely with them to give travellers between Australia, Hong Kong and mainland China more choice and better value. "Travellers are already embracing the benefits offered by the alliance, including the direct Melbourne-Hong Kong services that Virgin Australia launched last month. "We look forward to working with our partners to strengthen the important tourism and trade connections between Australia, Hong Kong and mainland China, and bring more travellers to Australia." As part of the first stage of the alliance, Virgin Australia has also formed a codeshare partnership with Hong Kong Airlines to offer connectivity to 11 destinations across the airlines' flight networks. In addition, an interline agreement was signed between Virgin Australia and Hong Kong Airlines to enable guests travelling from Australia to Hong Kong to book onward travel to ten destinations in mainland China. http://www.aerospace-technology.com/news/newsaccc-approves-virgin-australias-alliance-with- mainland-china-and-hong-kong-airline-5898703 Back to Top Aeron Launches 'Aeron Register' - A Global Decentralized Aviation Record System Based on Blockchain Technology (MENAFN Editorial) Adoption of "Aeron Register" will eliminate fake entries in pilot and aircraft logbooks which lead to flight safety accidents in aviation. London, United Kingdom, August 11, 2017, The aviation industry mostly relies on outdated legacy record keeping systems. This has caused numerous issues, that many of the flying public are not aware of. All segments of the industry are affected, such as: Commercial Aviation, Private Aviation, Aviation Rentals, etc. True stories abound about pilots and flight instructors faking records and logbook entries. Aeron has developed a system called "" which eliminates the possibility of falsifying records. Aeron Register would become a comprehensive online system and a global database built around Ethereum's distributed ledger technology (blockchain). Existing aviation authorities (like FAA and EASA) have little means of checking the records integrity, that's why Aeron has decided to develop a decentralized solution based on technology, which will solve this problem and make aviation safer. Aeron believes that aviation safety is closely related to record integrity. Once the log records are stored in blockchain, available for public audit and can't be forged, both authorities and passengers can be confident that a pilot actually has the experience claimed. Taking this a step further, the same system can be applied to aircraft maintenance records and tracking of spare parts, to confirm that spare parts are authentic, and maintenance has been performed according to standards. The system will use the (the token sale will start on September 1, 2017, with limited pre-sale available now) and a global smart phone application. This will ultimatel replace obsolete paper log records and would gain global acceptance, creating a single point of reference for licensed private pilots, aircraft owners and operators, aviation enthusiasts and other stakeholders interested in aircraft charters, leisure flights and pilot training. Aeron will work with national aviation authorities and international agencies to promote acceptance of the electronic log records based on blockchain, as well as to demonstrate integrity, reliability and transparency of record keeping. Aeron tokens would also have real-world applications, as it could be envisaged as a means of payment for small aircraft charters or promotional leisure flights, with aircraft owners having signed up for partnership arrangements with Aeron. Because Aeron token is built on the ERC20 token standard, it allows for simple integration into users' wallets and is freely tradeable. It is possible that Aeron tokens could also be added to cryptocurrency exchanges. Concerned aviation travelers and stakeholders can improve flight safety by supporting the Aeron project and help to make a successful token sale, which will allow Aeron to finalise the development of blockchain logbooks solution and legalise it in aviation authorities. Just share this press release amongst friends and colleagues to inform people about the existing problem and a possible brilliant solution. http://menafn.com/1095722550/Aeron-Launches-Aeron-Register-A-Global-Decentralized-Aviation- Record-System-Based-on-Blockchain-Technology Back to Top 5 Questions on FAA Enhanced-Vision Research The FAA is researching potential uses of advanced vision systems for helicopter operations in increasing situational awareness and enhancing safety in both normal and low-visibility conditions, particularly for offshore operations and air ambulance missions. The research's overarching objective is to reduce the helicopter fatal accident rate, in part by mitigating weather and visibility limitations, developing better landing-area and heliport standards, encouraging the industry to design helicopters that can fly slower and closer to landing areas and improving navigation systems to support those closer operations. In July, Astronics said its Max-Viz subsidiary would support that work under a cooperative research and development agreement with the FAA, using its Max-Viz 1500 and Max-Viz 2300 installed on the agency's Sikorsky S-76A flying testbed (registration N38) at the William J. Hughes Technical Center at Atlantic City, New Jersey, International Airport. Elbit Systems earlier this year said it is supporting the FAA's research with its Heli-ClearVision system installed on that S-76. The agency's partners also have included Honeywell and Rockwell Collins. Avionics spoke with FAA Research Engineer Cliff Johnson at the Technical Center about the research's rationale, scope and timeline. What is the objective of the advanced vision system, or enhanced helicopter vision system, research? We're looking to evaluate the concept for doing the same type of operations you have today too runways, with enhanced helicopter vision systems (essentially like enhanced flight vision systems in fixed-wing aircraft) enabling helicopters to use technologies other than natural vision to land at a helipad or heliport. Why don't enhanced vision system rules exist for helicopters approaching and departing heliports and helipads? Mainly because most heliports are visual operations, so it's visual procedures from, say, a point in space, flying visually or under visual flight rules. There are not many IFR-rated heliports in the world and none in the U.S. that I know of. On the fixed-wing side, typically there is an instrument approach to a runway where you have 1,000 feet of lead-in lights and markings. You have obstacle and obstruction protection. You don't have all that, necessarily, at a heliport. So you're trying to assure that you can have the same level of safety on these approaches. Without having those technologies, the community hasn't really looked at doing this. There hasn't been a regulatory basis for that. So I think the push was there on the fixed-wing side to get in - we want to fly in all-weather operations. Work started more than 10 years ago on the rule for enhanced plate vision systems for fixed-wing. That rule being applied all the way to touchdown was just announced earlier this year. On the rotorcraft side, going to a helipad, there's really no basis. What we're really trying to do is create the basis for those rules, taking a modest approach to get us there, learning from what we've done on the fixed-wing side and then adapting that for helicopters. It's just because the technology hasn't been there and the concept has been new and the fact that it's a little bit more challenging to do this in a helicopter to a helipad because you don't have all the other safeguards and protections that you have going to a runway. What's driving the research? There has been demand that has been voiced by several operators in the helicopter air ambulance community as well as those in offshore environments through various forums. This has come up at HAI safety events, safety forums, at Heli-Expo over the years, as well as some of the helicopter operations subcommittees and some other things that have been occurring in EASA and some of our European counterparts and other folks as well. At the end of the day, it comes down to what business case for an operator. "How many more approaches could I do? How can I quantify some of the safe operations with these types of devices that I couldn't do if I didn't have these in place?" That's been the driving force that we have seen from the operators and the folks from some of the industry groups that have come to the FAA and said, "Are you working on enhanced, synthetic, combined vision systems for helicopters?" This is something that has been in the works for the FAA for quite some time. We're finally getting it to where we have funding in place, where we have industry support to look at some of these types of devices going forward. They've all sort of come around to where everything is ready. The technology is in a place where we can actually do this, where one or more of those pieces were missing before. Are the Elbit and Max-Viz activities focused on different aspects of the issue of applying advanced vision systems to helicopter operations? We're trying to look at the use of enhanced vision from several different concepts of operation. We're looking at both the onshore domain as well as the offshore domain. We're at the point in the research and testing where we're trying to look at different technologies. Elbit and Max-Viz are two of our research partners that have agreed to work with us in collaboration by using some of their systems, integrating them onto the FAA's helicopter and then running a series of experiments. These are looking at both the conceptual and the operational questions surrounding how do we use the device. Is it feasible for what we want to do? We also are looking at some of the human factors issues and other considerations that need to be examined and studied to give us enough data to say, "OK. Do we have enough data on these types of operations now that the FAA could then start into policy guidance or rule-making activities to enable these types of operations with other than natural vision?" There hasn't been a lot done in the helicopter world in the past. We have series of flight tests and experiments planned at different heliports, in different environmental conditions, in different lighting. We're flying in daylight, we're flying at night, to try to get data on how the concept works. If it works, if it's feasible, what are the types of things a pilot needs to see, and what are the visual cues that a pilot needs to have with devices to enable safe operations to a helipad that's similar to what we have today with natural vision? What's the timeline for the work? We're starting testing now. Our initial phase of research is going to continue over the course of the next year. Then I think the agreements that we have with both Elbit and Max-Viz are looking at this more in terms of a three- to five-year effort. Obviously it could be shorter than that, or it could be a little bit longer. I don't want to necessarily say that in three or five years we're going to have a rule in place or a change. The goal is to get that at some point in the future, but we're not sure, given the time frame that it takes for regulation to be in place. It kind of depends on what we see. Initially we're going to look at doing this within the time frame of the next year or so to run some of these experiments. Then we'll have an initial set of data, and that will focus our efforts on where we need to go going forward. http://www.aviationtoday.com/2017/08/11/5-questions-faa-enhanced-vision-research/ Back to Top Boeing, NASA Make Like Canada Geese to Save Energy According to a recent report on Bloomberg, Boeing Co. and NASA believe they have discovered a way to improve airplanes' fuel efficiency with a slight biomimicry twist: copy birds' flight formations, such as those taken by Canada geese. By using navigation and collision-avoidance technology, jetliners could fly routes across the country in V-shaped formations. This technique, wake surfing, would allow planes flying near each other to align in just the right spot, which would reduce drag and therefore, fuel consumption. The approach is one similar to what the Canada geese and other migratory birds adopt when they travel for long distances. In the case of these birds, each individual goose takes advantage of the air coming from the one flying in front of it. When the bird leading the flock becomes tired, it simply moves to the back, and the next one in line takes its turn leading the formation. NASA has been studying ways to mimic birds in nature for years in order to fly more efficiently within the earth's atmosphere and in outer space. The aviation agency and Boeing have also partnered on researching many other initiatives, from redesigning airplane wings in order to conserve fuel, as well as eliminating the "sonic boom" that long ago stalled the progress of advanced commercial aircraft such as the Concorde. Both the U.S. federal government and aircraft manufacturers such as Boeing have plenty of reasons to explore how flying could become more efficient. A recent United Nations report estimated that international air travel over the next few decades will surge to the point that emissions from air travel could comprise one-quarter of the world's carbon footprint by 2050 if left unchecked. It will be a while, however, before we start seeing planes migrate like birds moving south. First, the low cost of fossil fuels has helped airlines glide through a record span of profitability. Federal regulations also require minimum spacing between planes, so a recalcitrant Congress would have to follow the lead of agencies that have long comfortable with their safety guidelines. And as Bloomberg's Julie Johnsson also points out, that surge in scheduling and airplane arrivals face other challenges: managing employee work schedules, sudden bad weather, maintenance schedules and notoriously bad U.S. air traffic congestion. Nevertheless, advances in technology could help transform the aviation sector as it weans itself away from being managed by 20th-century tools. And NASA has science on its side - as in a study conducted early this century that found when F-18 fighter jets flew in a bird-like formation, they achieved fuel savings of at least 15 percent. http://www.triplepundit.com/2017/08/boeing-nasa-look-canada-geese-find-clues-efficient-flying/ Curt Lewis