January 21, 2019 - No. 006 In This Issue Drones 'endangered aircraft' 18 times in three months Garmin Introduces GTR 200B Radio, Boosts Aviation Business Using Liquid Batteries for Electric Aircraft Thales to develop Rafale F4 sensors for French military 'Culture of Safety' Yields Award for GE Aviation Civic, aviation leaders showcase viability of biojet fuel Raytheon To Supply AESA Radar for Marine Hornets Drone-killing tech outlawed at Australian airports despite 'catastrophic' risk to flights Boeing overhauls quality controls: more high-tech tracking but fewer inspectors A scrappy competitor to SpaceX and Blue Origin just scored a crucial and historic launch site in Cape Canaveral, Florida Jeff Bezos to be Honored in Beverly Hills by Aviation Group Drones 'endangered aircraft' 18 times in three months There were 18 near misses between aircraft and drones across Britain between July and October 2018, according to an air safety body. Out of the reported incidents, 12 took place in Greater London. The UK Airprox Board (UKAB) said the "highest risk of collision" occurred when a large "commercial drone" was seen to pass within 20 metres of an Airbus A380 as it approached Heathrow. Drone sightings disrupted about 1,000 flights at Gatwick Airport in December. Departures at Heathrow Airport were also halted temporarily after drone activity was reported earlier this month. Heathrow has since deployed an anti-UAV defence system, which can detect, track and ground problem drones. Aviation minister Baroness Sugg said: "The actions of these drone users were not only irresponsible, but illegal. "The law could not be clearer that this is a criminal offence and anyone endangering others in this way faces imprisonment." Outside of London, other incidents reported by the UKAB - which monitors near misses involving aircraft - occurred in Manchester, Cambridgeshire, Birmingham, Cardiff, Glasgow and the East Midlands. The UKAB reported that one of the category A incidents took place as an Embraer 190 aircraft was landing at Glasgow Airport. It concluded a "definite risk of collision" had existed, after a "shiny white drone" was flown directly above an airliner, just 15-30 metres away. A total of 120 near misses between drones and aircraft were reported in the year between 4 December 2017 and 4 December 2018. https://www.bbc.com/news/uk-46919876 Back to Top Garmin Introduces GTR 200B Radio, Boosts Aviation Business Garmin GRMNsubsidiary Garmin International recently unveiled GTR 200B, a communication radio and Bluetooth-equipped intercom for experimental aircraft. The new device is expected to reduce pilots' workload in the cockpit and boost the company's aviation business. The GTR 200B Bluetooth-enabled intercom is aimed at adding more capability and connectivity to aircraft operations. Notably, after connecting their electronic devices to GTR 200B, pilots can make calls and listen to audio entertainment. It features a stereo headset, which comes equipped with a 3D audio processing system to enhance the experience onboard. It aids in differentiating the source of audio and its location on the aircraft. We believe the new radio and intercom will strengthen the company's product portfolio. GTR 200B's Integration With G3X Touch GTR 200B's integration with G3X Touch is expected to give the company a competitive edge and further enhance functionalities in the cockpit. It enables communication radio to receive frequency directly and displays information about the type of frequency and the tower of its origination. Additionally, the new product boasts a sunlight readable display and in-built shortcuts. The one-touch access shortcut aids the pilot to tune the frequency in emergency, mute the audio and display the saved frequency lists among others. Moreover, to ease functions for the pilot, switches can be installed on the flight control to conveniently change the frequency from standby to active. Given the product's slim design, it can be deployed in a variety of aircraft panels. Garmin Rides on Aviation Segment Garmin is firing on all cylinders in a bid to bolster its aviation segment. Per reports, the International Air Transport Association (IATA) expects aviation industry revenues to reach $885 billion in 2019, up 7.7% year over year. The company's two most profitable segments are Aviation and Outdoor. Notably, Aviation segment revenues increased 17.5% year over year in the third quarter, driven by product introductions. Also, gross and operating margins for aviation unit were 76% and 35%, respectively. Meanwhile, gross and operating margins for outdoor units were 65% and 35%, respectively. Garmin has been making significant investments in the Aviation business. In September 2018, the company acquired Flight Plan LLC (FltPlan), a provider of leading electronic flight planning, scheduling, and trip support services. Recently, the company also announced the certification of G500H TXi touchscreen flight display. The new display is aimed at enhancing reliability and connectivity in the cockpit. Moreover, pilots are also provided with multiple video input options and night vision goggles ("NVG"), with the new flight display. With its GTX 335 and 345 families of ADS-B transponders, Garmin is also well positioned to take advantage of the FAA mandated transition to more efficient transponders (air traffic management systems). Transition to the ADS-B transponders must be completed by 2019. Garmin's initiatives to expand its portfolio and enhance existing product lines are therefore positive and are expected to drive the top line in the near term. https://www.nasdaq.com/article/garmin-introduces-gtr-200b-radio-boosts-aviation-business-cm1083921 Back to Top Using Liquid Batteries for Electric Aircraft According to Aviation Week, "the integration of nanoelectrofuel (NEF) flow batteries with rim-driven electric motors" is being investigated by the National Aeronautics and Space Administration (NASA), to "produce a safe, clean and quiet propulsion system for aircraft." The idea behind the research is to produce a new battery, containing rechargeable liquid batteries, that can propel a small uncrewed aircraft. Unlike traditional motors, which are fueled using aviation gasoline or kerosene, the new battery would allow for rechargeable, greener, and quieter flights while also mitigating the fire risks associated with lithium-ion batteries. The integration of liquid batteries with rim-driven electric motors is in the very early stages of development. Although there has not been much progress made so far, NASA researchers believe that the technology has a lot of untapped potential. The research is part of the agency's 'Armstrong Flight Research Center's Aqueous Quick-Charging Battery Integration for Flight Research' (Aquifer) project, which aims to develop non-explosive energy storage technology. The aim is to combine this project with research already undertaken by the Argonne National Laboratory and Illinois Institute of Technology. The R&D alliance, known as Influit Energy, headed by founder John Katsoudas, claim that their NEF battery has an energy density which is l.5 times larger than conventional lithium-ion batteries, at half the cost. Another advantage is that it can conform to different shapes, and is capable of rapid charge refueling; meaning that they could, in theory, be used for aviation purposes. The battery can be recharged by pumping new liquids into storage tanks, which is an advantage as it enables the battery to be recharged from a vehicle rather than a single location connected to the grid. The battery works by pumping positively and negatively charged fluids through a 'flowcell' and into a larger chamber. The fluid is a contains nanoparticles of battery-active materials, which are suspended in a water-based fluid to create an electrolyte. Currently, this research has produced a battery that contains approximately 60% active materials. This is more than double the content of traditional batteries, which need to include casing, separators, and binders amongst other elements. NASA aims to produce a NEF battery with a current density of 100mA/cm2 by 2020. This density would allow the system to generate energy at around 125 Watt-hours per kilogram, which is more than that of the traditional lithium-ion. A lot of development must be undertaken to complete this technology. According to NASA electrical engineer, Kurt Papathakis, in 2018, the project only was able to create a prototype NEF flowcell that was able to produce only a few mA per square centimeter. "We have demonstrated multiple recharge cycles and seen minimum to zero degradation. Also, unlike Li-ion batteries, NEF does not pay a penalty in cycle life for charging above 80-percent capacity or discharging below 20 percent." - Kurt Papathakis, NASA Electrical Engineer The battery has the potential to eliminate carbon emissions from air travel. In theory, the fluid batteries could be recharged using solar or wind power, therefore dramatically reducing the quantity of greenhouse gasses released into the atmosphere. With more funding and research, this theory could become a reality in the near future. Works Cited • Expanding the Envelope: Partnering for Transformation. (2018). Aviation 2018. Atlanta: American Institute of Aeronautics and Astronautics. • Sigler, D. (2018, August 20). Liquid Batteries for Aircraft? Retrieved from CAFE Foundation: http://cafe.foundation/blog/liquid-batteries-for-aircraft/ • Warwick, G. (2018, August 14). Liquid Battery Promises Safe Energy-Dense Power For Electric Aircraft. Retrieved from aviationweek.com: http://aviationweek.com/future-aerospace/liquid-battery-promises-safe-energy-dense-power-electric-aircraft • Bolam, Robert & Vagapov, Yuriy. (2017). Implementation of Electrical Rim Driven Fan Technology to Small Unmanned Aircraft. 10.1109/ITECHA.2017.8101907. https://www.azocleantech.com/article.aspx?ArticleID=843 Back to Top Thales to develop Rafale F4 sensors for French military Jan. 18 (UPI) -- France's defense ministry has awarded Thales a contract to develop onboard sensors and communication systems for Rafale F-4 combat aircraft. The agreement allows the combat aircraft "to maintain its superiority against new threats," Thales said in a news release Friday. On Monday, France's government signed a $2.3 billion contract for 28 updated Rafale fighter jets from French-headquartered Dassault Aviation. In all, 500 French firms are part of the Rafale program, including Dassault Aviation, which will serve as the industrial architect and be responsible for deploying new connectivity solutions. Rafale's role includes reconnaissance, air defense and precision strikes during a single mission. The company noted the aircraft is "a crucial component of France's National Security policy, which calls for the highest standards of levels of technological excellence," including airborne nuclear deterrence. "This contract is a further endorsement by the French Ministry for the Armed Forces of the industrial know-how and advanced technology expertise of French defense contractors," Thales Chairman and CEO Patrice Caine said in a statement. "The Rafale F4 standard's sensors and communication systems will be a key driver of the shift towards collaborative combat, and Thales's capabilities in connectivity and artificial intelligence will enable Rafale air crews to make the best choices in every decisive moment." Thales engineers and technicians plan to enhance the aircraft's onboard sensors and improve connectivity by enabling greater interconnection between the Rafale and all the other aircraft and ships deployed on the mission. The TALIOS optronic pod will handle larger volumes of information in real time by incorporating artificial intelligence to analyze tactical data almost instantaneously in flight and extract and identify targets, the company said. And new threat detection and jamming capabilities will be developed for the aircraft's SPECTRA electronic warfare system. Thales will also prepare for the introduction of the CONTACT radio; secure, intelligent communications server technology; and a Syracuse IV satellite communications capability. Also planned are improvements to the air-to-ground mode of the RBE2 active electronic scanning array radar, the company said. The Rafale entered service with the French navy in 2004 and with the French air force in 2006. Of the 180 aircraft ordered by France,152 have been delivered, Dassault said in a fact sheet. https://www.upi.com/Thales-to-develop-Rafale-F4-sensors-for-French-military/2901547823566/ Back to Top 'Culture of Safety' Yields Award for GE Aviation Jan. 17--VICTORVILLE -- GE Aviation's Flight Test Operation facility was on full display Wednesday as the state recognized the Southern California Logistics Airport-based company for its safety and health programs. GE Aviation was presented with the Cal/OSHA California Voluntary Protection Program STAR Award during a luncheon, making it the eighth recertification for the company that moved to SCLA in Victorville in 1993. Victorville Mayor Gloria Garcia and Adelanto Mayor Gabriel Reyes attended the event, along with community leaders and representatives from the offices of Congressman Paul Cook, State Sen. Scott Wilk and San Bernardino County 1st District Supervisor Robert Lovingood. "I owe our success here at GE to a culture of safety," said GE Support Operations Manager Trent Tanner, who accepted a certificate of recognition from Garcia. During the event, GE Aviation officials led visitors on a tour of the FTO's Propulsion Test Platform aircraft and facility, where they explained the elements behind testing and certifying aircraft engines, and how they are equipped with the latest technology. With the world's largest commercial engine, the GE9X, attached to the specially modified Boeing 747 test aircraft, GE officials showed off the interior of the $200 million plane filled mostly with computers that monitor every aspect of the engine and aircraft's operation. GE Site Leader Mike Huber told the group the company has collected many hours of inflight data over the years as they tested a variety of engines for various campaigns. Huber said two out of every three commercial aircraft departures are powered by GE engines, with GE having worked on over 36,000 commercial and countless military engines. "Five-hundred thousand people depend on our engines," said Huber. VPP Manager Iraj Pourmehraba and Consultant David Matsumoto shared VPP highlights including GE's 22 consecutive years as a VPP STAR recipient, the longest running VPP partnership in the state. "This award means GE has achieved world-class certification," said Pourmehraba, about the company that experienced 59 percent fewer injuries than similar facilities since GE moved to Victorville. "Maintaining the award takes a team effort so it's a never-ending journey." The STAR certification is valid for the next three years, said Pourmehraba Some important benefits of the Star program include: * Improved employee morale and motivation. * Improved labor-management relations. * A reduction in overall injuries and illnesses, * Higher product quality and work productivity * Lower workers compensation and insurance * Comprehensive evaluations conducted by teams * Establishment of a a government-industry relationship * Community recognition and esteemed public image * Exemption from routine compliance programmed insurance "As a neighboring city, I think it's amazing to say that GE Aviation picked the Victor Valley for its testing facility," Reyes told the Daily Press. "They do tremendous work and we're honored to support them, whether it be our labor pool or just our residents in general." https://www.aviationpros.com/news/12440753/culture-of-safety-yields-award-for-ge-aviation Back to Top Civic, aviation leaders showcase viability of biojet fuel A coalition of international business aviation organizations joined Los Angeles-area civic leaders Jan. 17 to mark a milestone in the development and adoption of sustainable alternative jet fuels (SAJF) through Business Jets Fuel Green: A Step Toward Sustainability. "We are excited to see our industry demonstrating the viability of sustainable alternative jet fuel at general aviation airports for business aviation users," said Pete Bunce, General Aviation Manufacturers Association president and CEO. "This event will help raise awareness of the safety and accessibility of the fuel, and demonstrate our industry's commitment to building the necessary demand for SAJF that will be integral to achieving industry climate emissions goals. "Today's ground-breaking event demonstrates that National Air Transportation Association members across the supply chain-from fuel suppliers and distributors to aircraft owners and operators-are committed to a future of sustainable alternative jet fuel," stated Gary Dempsey, president of NATA. "Van Nuys Airport was the perfect backdrop for today's activities, and we appreciate the support of the Van Nuys Airport Association, Los Angeles World Airports and the other coalition members in making 'Business Jets Fuel Green: A Step Toward Sustainability' a reality. We look forward to continuing to spread the message of the impact and benefits of SAJF throughout the industry and across the world." The day-long series of events included demonstration flights conducted by business aircraft, established Van Nuys Airport as the first general aviation airport in the U.S. to offer SAJF on a trial basis, and served as a model for offering the fuels at other airports. "As one of the world's busiest general aviation airports-with 231,000 annual operations supporting diverse private, business and government aviation needs-Van Nuys Airport is committed to leading the way in environmental sustainability," said Curt Castagna, Van Nuys Airport Association president. "The airport's four fixed-base operators participating in this initiative exemplify the Van Nuys Airport Association's long history of building collaborative partnerships among industry, business and community stakeholders to achieve meaningful progress and change. We are honored to play a key role in advancing the use of sustainable alternative fuels and reducing greenhouse gas emissions from aircraft at airports across the nation." The trial flights, which were first announced at the European Business Aviation Convention & Exhibition in 2018, are an extension of the SAJF initiative, reflecting the industry's long-standing commitment to emissions reduction, including, among other aims, carbon neutrality from 2020 forward. In conjunction with EBACE, the coalition released the "Business Aviation Guide to the Use of Sustainable Alternative Fuel" to provide a roadmap for the education about, and use of, SAJF. "This first-ever event focused on business aviation use of SAJF demonstrates the industry's strong interest in reducing its environmental impacts, particularly its carbon emissions," commented Kurt Edwards, director of the International Business Aviation Council. "SAJF represents a critical measure to help meet the sector's global commitment to halve carbon emissions by 2050 relative to 2005 levels. Always at the forefront of innovation, business aviation will be an international leader in taking up and seeing the benefits of this cutting-edge and available technology." The success of the trial flights clearly demonstrated three key points: 1)SAJF are safe and do not impact aircraft performance. 2)SAJF offer great impact and benefits to the airport and the community, including reduced particulate matter. 3)SAJF reflect the commitment by business aviation to aircraft carbon reduction. "Business aviation has long led the way in promoting advances aimed at reducing the industry's environmental footprint," said Ed Bolen, president and CEO of the National Business Aviation Association. "We are proud to celebrate this major industry milestone, and look forward to launching SAJF flights in locations around the world." The SAJF initiative, developed by a coalition of international aviation organizations, is intended, first, to address a "knowledge gap" on the availability of SAJF and concerns within the industry regarding its safety and, second, to advance the proliferation of alternative jet fuels at all the logical touchpoints: the manufacturers, the ground handlers and the operators, at the regional, national and international levels. "The commitment of this coalition to continued emissions reduction is one shared across the business aviation sector," said Athar Husain Khan, secretary general of the European Business Aviation Association. "In fact, thanks to a continuing focus on emissions, business aircraft today are cleaner, quieter and more fuel-efficient than ever. I am therefore proud to say, on behalf of the EBAA, that we fully endorse this initiative and appreciate all of the coalition's efforts and are looking forward to continuing this momentum on the European continent." Business Jets Fuel Green: A Step Toward Sustainability was made possible through the efforts of EBAA, GAMA, IBAC, NATA, NBAA and VNAA, in coordination with Avfuel Corp., Bombardier Business Aircraft, Gevo Inc., World Energy, World Fuel Services and other industry stakeholders. "Our industry is uniquely poised to make a huge, positive difference in the fight against climate change-not by changing how much we fly, but by changing how we fuel," said David Coleal, president of Bombardier Business Aircraft and chair of GAMA's environment committee. "SAJF will enable a future of clean, efficient propulsion in business aviation: their advantages are real and current-we can benefit from the regular use of SAJF not just in our lifetime, but immediately, starting today. We commend the Van Nuys Airport community for their historic leadership in not only making SAJF accessible for operators, but also for providing an example for other airports to follow. This is how meaningful change begins." "Avfuel is proud to support the SAJF initiative with its first full truckload of sustainable alternative jet fuel delivered to a business aviation airport," said Keith Sawyer, Avfuel's manager of alternative fuels. "We are committed to helping the industry achieve its goals of carbon neutrality and are pleased with this first step, which proves that SAJF can become a viable option for the industry at large. We are working ardently to secure further sources of the product to champion one of the largest hurdles yet to the initiative, availability. We're also working with operators who can help us support this initiative by making commitments for the SAJF product-commitments that will drive demand and, hopefully, the supply of the fuel at the production level." Patrick Gruber, CEO of Gevo, said, "This event demonstrates our partnership and mutual commitment with Avfuel to feed the world, sequester carbon dioxide and reduce greenhouse gas emissions. In our production process, not only do we produce renewable jet fuel, we also can produce large quantities of protein for the food chain and even sequester carbon in the soil. In fact, for every barrel of biojet fuel produced by Gevo, we could produce approximately 420 pounds of protein and sequester up to 60 pounds of carbon back into the soil. We are planning on expanding our plant in Luverne, Minnesota, to make it capable of producing nearly 10 MMgy of our sustainable alcohol-to-jet fuel, and we are putting plans in place for additional sustainable alcohol-to-jet fuel production plants that could even use wood as a feedstock." "In 2016, World Fuel Services, in partnership with World Energy, became the first to deliver commercially viable SAJF to the aviation industry, and after three years remains the only large-scale distributor," said Steve Drzymalla, senior vice president of business aviation bulk fuel at World Fuel. "Since that time, we have delivered nearly 500,000 gallons of SAJF to business aviation and over 13 million gallons to commercial customers. We are proud to partner with World Energy, whose Paramount, California, refinery is the U.S.'s first and only fully operational, consistent producer of SAJF. Events like today are critical to developing awareness and increasing industry momentum and investment." "Since January 2016, as the only commercial producer globally of SAJF, World Energy has forged partnerships with industries such as general aviation, who are committed to a low-carbon future," said Bryan Sherbacow, chief commercial officer of World Energy. "World Energy's SAJF has been independently certified to reduce GHG emissions in excess of 60 percent relative to petroleum Jet-A. Importantly, turbine criteria pollutants are significantly lowered in a flight's life-cycle, primarily upon take-off and landing, providing local solutions to airport communities such as Van Nuys." Learn more about the SAJF initiative, see a full list of participants and view a video stream of key portions from the event at Van Nuys Airport at futureofsustainablefuel.com. Coalition members: -National Business Aviation Association -National Air Transportation Authority -General Aviation Manufacturers Association -European Business Aviation Association -International Business Aviation Council http://www.biodieselmagazine.com/articles/2516567/civic-aviation-leaders-showcase-viability-of-biojet-fuel Back to Top Raytheon To Supply AESA Radar for Marine Hornets Raytheon has been selected to supply active electronically scanned array (AESA) radars for the U.S. Marine Corps' F/A-18C/D "classic" Hornet fleet, the company announced on January 15. The APG-79(v)4 radar will be delivered from 2020 with deliveries completing in 2022. The APG-79(v)4 shares around 90 percent commonality with the APG-79 that is installed in the F/A-18E/F Super Hornets and EA-19G Growlers of the U.S. Navy and Royal Australian Air Force. The radar has been scaled to adapt it to the classic Hornet. "With AESA radars, fighter jet pilots and crews tip the scales in their favor over their adversaries," said Eric Ditmars, vice president of Raytheon Secure Sensor Solutions. "Now that the APG-79(v)4 is slated to fly on the classic Hornet, Marine Corps pilots will be able to identify, track, and engage more targets over a greater distance than ever before." AESA technology not only offers significant improvements in combat capability, but also greater reliability due to the reduction in the number of moving parts, and also the ability to allow the multiple transmit/receive modules (TRM) of the radar array to fail individually without noticeably affecting the performance of the overall system. This "graceful degradation" requires no maintenance input until the point is reached when sufficient TRMs have failed to adversely affect radar performance. Maintenance requirements for the APG-79(v)4 will be reduced compared with those for the current APG-73 mechanically scanned antenna, and further cost-savings will arise due to the commonality with the APG-79 and the ability to draw on the Navy's logistics and supply chain for that radar, as well as benefitting from a common development path. Under current plans, the Marine Corps anticipates equipping all of its fast-jet fleet with the Lockheed Martin F-35, with plans to acquire 353 F-35B STOVL aircraft and 67 carrier-capable F-35Cs. The latter will maintain the Marine Corps' commitment to providing aircraft to U.S. Navy carrier air wings, a tasking currently assigned to the F/A-18C squadrons. With the plan to replace the AV-8B Harrier II with the F-35 in the first place, the "classic" Hornet is required to serve for some years yet. According to the request for information that was issued last spring, the requirement covers 98 AESA radars. Currently, the Marine Corps operates eight F/A-18C/D squadrons split between bases at Beaufort, South Carolina, and Miramar, California, and it is expected that seven of them will each operate 12 AESA-equipped aircraft, the remainder of the radars being held as spares. The fleet includes 30 F/A-18C+ aircraft that were restored to service with increased airframe hours. First-generation F/A-18A+/B+ Hornets also remain in service with two reserve units and a training squadron. These aircraft will not receive any further upgrades. https://www.ainonline.com/aviation-news/defense/2019-01-18/raytheon-supply-aesa-radar-marine-hornets Back to Top Drone-killing tech outlawed at Australian airports despite 'catastrophic' risk to flights New figures show pilots at Australian airports have spotted hundreds of drones in restricted airspace in the past two-and-a-half years, but experts say Australian law complicates the use of technology that could defeat a rogue drone attack. Data from Airservices Australia, which oversees flight navigation and air traffic control, shows Sydney Airport recorded 222 drone sightings in the past 30 months, almost half of all sightings around the country. There were a total of 468 sightings by pilots across the country - most of these at airports. Late last year suspected drone sightings saw flights at Gatwick Airport - England's second-largest air transport hub - grind to a halt. Experts say if a drone hits an aircraft's windscreen or wing, the result could be "catastrophic". Recent research from the University of Dayton Research Institute shows "large aircraft won't always win in a collision with small drones". However one of the world's largest drone manufacturers, DJI, said the institute's findings and video were misleading as the test speeds were far higher than what occurred in the real world. Australia cracks down on drones Australia's Civil Aviation Safety Authority (CASA) said it would roll out drone-tracking technology at major metropolitan airports over the next few months, to try to get an accurate picture of the scale of Australia's problem. CASA spokesman Peter Gibson said the equipment would be used in future for enforcement purposes. "We can identify where drones are, where the controller is, often get the serial number of the drone, and that will allow us to then pinpoint people who are breaking the rules and issue the appropriate penalties," Mr Gibson said. "Fines can be in excess of $10,000. If a matter goes to court, a court can impose a jail sentence of up to five years." Drone operators will also have to register the serial number of their device with authorities, starting from the middle of this year. CASA has signed a contract with Counter Drone Solutions, run by former policeman John Hildebrand, to supply the equipment. "With the data we're seeing around airports and prisons and stadiums, drones are everywhere," Mr Hildebrand said. "The risk is one of those drones could fly into an aircraft engine, the aircraft windscreen, or some other componentry of a helicopter that could cause an aviation incident." He will use fixed and mobile devices that include radio frequency sensors that listen for the drone's command signal, and identify the pilot's location. Authorities can use multiple frequency sensors to triangulate location, speed, track and distance of the drone. Other technologies, like radar and high-quality optics, can also be deployed. Australia 'hamstrung' by privacy, telecommunication laws But some experts say Australia needs more aggressive drone-killing technology - such as radio frequency jamming and "protocol manipulation", also known as "spoofing" to seize control of drones that enter restricted airspace. Spoofing cracks into the communication protocols of the drone and sends it to a location predetermined to land, and the UK military was reported to have used it at Gatwick. "We need the technology in the airports, but the legislation in place prevents the use of detection equipment, and specifically defeat technology," Mr Hildebrand said. "So we might have a rogue drone operator operating at say, Sydney Airport, and we want to take it out, but the legislation hamstrings people, to do their job." Aviation legal expert Ron Bartsch said the current legislation was not designed with drones in mind. "Part of the difficulty is not so much the technology that is available out there, it's how much it can be used," Professor Bartsch said. "One of the restrictions in Australia and elsewhere is our telecommunications laws which prohibit certain types of scanners and people interfering with telecommunication. "Until and unless we modify some of our telecommunications legislation, we're not going to achieve the benefits ... (and) advantages that we can gain from this counter-drone technology." Professor Bartsch said the "drone epidemic" needed industry and government working together to prevent disaster. "Obviously if [a drone] were to hit a windscreen of an aircraft, or be ingested in the engine of a jet aircraft, that could have potentially catastrophic effects. "It's still very much a work in progress, and let's hope something can be done prior to an accident happening." https://www.abc.net.au/news/2019-01-20/drone-killing-technology-outlawed-despite-risk-at-airports/10705786 Back to Top Boeing overhauls quality controls: more high-tech tracking but fewer inspectors Boeing has begun a sweeping transformation of its quality system, including the use of "smart" tools and automation. It will also eliminate thousands of quality checks as no longer necessary. Boeing has told the union it will cut about 450 quality inspector positions this year and potentially a similar number next year. Boeing Everett mechanic Ken Zabel is using a handy new tool that halves the work involved in one intricate job where the wing and fuselage of a 787 Dreamliner are joined together. Boeing says the device is so accurate it also cuts out the need for a quality inspection. That elimination of a check for defects is part of a sweeping transformation of Boeing's quality system that's now being implemented throughout its production lines. The ambitious revamp includes changing the design of parts to make them easier to build right, adjusting the sequence of work to make assembly simpler, and adding tools and automation to ease the jobs of the mechanics. But one element of what Boeing is calling its "Quality Transformation" has unnerved the Machinists union and current quality inspectors: The company told the union last month it will eliminate thousands of quality checks as no longer necessary. Boeing said it will cut about 450 quality-inspector positions this year and potentially a similar number in 2020. In the Puget Sound region, there are currently just over 3,000 Boeing Quality Inspectors, who typically work as a second set of eyes. For each of the tens of thousands of jobs that go into assembling an airplane, they formally sign off that it has been completed and done right. By the end of next year, Boeing's plan would bring that down to not many more than 2,000 people. Nevertheless, the company insists the overall changes will improve quality and reduce the need for rework. "This is a shift in thinking," said Ernesto Gonzalez-Beltran, vice president of quality, before a production line tour at the Everett jet-assembly plant. "It will take some time, but we believe it will make our quality better ... The initial outcomes are very reassuring that we are on the right path." Auto manufacturing as the model Quality inspectors check wiring connections. They check the dimensions of holes that must be precisely drilled in metal or composite parts. They check the torque applied to a nut. They check that components are made from materials that meet Boeing specifications. Before any part of an airplane is closed up, say by putting down floor panels or adding sidewall insulation blankets, they check that the area is free of debris. And in accordance with Federal Aviation Administration (FAA) requirements, they record every check as part of an immense regulatory system designed to document the safety of every plane that Boeing rolls out. Boeing envisions a new streamlined production system that builds every component and performs every task without defects from the get-go - "built right first time" - so there's no need for every last detail to be inspected afterward. The model is the high-volume auto-manufacturing industry, and at Boeing the transformation is spearheaded by former auto executive Gonzalez-Beltran. He joined Boeing Commercial Airplanes just over 18 months ago and has quickly accelerated implementation of the new plan. Born in Mexico, Gonzalez-Beltran worked there as well as in the U.S. and Brazil for Ford Motor Co., in all spending more than 32 years in the auto industry. Working for Toyota in California, he saw how streamlining, simplifying and standardizing final assembly work revolutionized efficiency and quality there, and later at other auto manufacturers. "I see the future," he said. "Because I have seen it in the auto industry." The Machinists union balks For Jon Holden, District 751 president at the International Association of Machinists (IAM), the central concern is job losses. "They've notified us they are trying to eliminate thousands of inspection processes," said Holden in an interview. "That will eliminate jobs." The union and Boeing are now in formal negotiations on the impact of the changes, and the company won't disclose specifics. But Gonzalez-Beltran insisted the worry about job losses is misplaced because Boeing is increasing production rates and hiring people. "We're actually bringing more people in," he said. "We are not right now in any way, shape or form foreseeing any reduction. I don't foresee any loss of jobs because of this at Boeing." He said displaced inspectors will be moved to other work. Still, Holden said that if Boeing cuts up to 900 positions over two years, that's a lot of people for whom work will have to be found elsewhere. "We do have great concern that this will lead to layoffs," he said. The IAM held meetings of its members last month, declaring, "It's not OK to cut QA" (Quality Assurance). Aero Mechanic, the District 751 monthly newspaper, accused Boeing of "essentially masking defects," by pressuring inspectors to not record defects when found but instead to simply have them fixed, then afterward produce data to the FAA showing a big decrease in defects as a justification for cutting out inspections. And employees attending the meeting expressed concern that removing inspections risked making planes less safe, according to the union paper, which quoted one inspector calling it "a dangerous idea." New smart tools On the production line tour, Boeing eagerly showed off new technology capabilities that play into its quality transformation. Working underneath a 787 wing, mechanic Zabel slipped a thin electronic ribbon into the small gaps between the body of the aircraft and the thick metal plates that lock the fuselage to the wing. The ribbon measures the gap at the location of each of 120 bolts; based on Zabel's measurements, Boeing fabricates precise shims to fill each one. This used to be a more painstaking, time-consuming process, where Zabel inserted a "feeler gauge" and by trial and error determined how many thin layers of metal it took to plug each gap, then wrote down in a ledger the gap measurement at each bolt. Now Zabel doesn't need to write anything. The new tool connects with Boeing's computer system via Bluetooth, automatically recording each measurement and sending the data to the shop that fabricates the shims. It's not only quicker, it's more accurate, said Zabel's boss, Robert Handshy, the 787 wing-to-body join manufacturing manager. "We hardly ever reorder a shim any more," Handshy said. Previously, to ensure each locking plate was secure at every point, a quality inspector would have checked Zabel's work. When the tool was introduced those inspections continued until Boeing data showed the work was now producing few defects. "When we first went to this system, (the quality inspectors) checked every airplane," said Zabel. "But it's now a proven process, so they only check periodically." The introduction of sampling instead of comprehensive inspections of every job is a key part of Gonzalez-Beltran's changes. "Instead of checking 100 percent, they will check once every 100 parts or every 1,000 parts," he said. Natalia Roberts, an engineer from Boeing's Research and Technology (BR&T) division, showed another innovation aimed at reducing the risk of human error: a digital wrench that signals when the correct torque is applied to a nut and automatically sends the data via Bluetooth into the computer system. And while mechanics today must mark each nut they tighten to ensure none is missed, that will no longer be necessary, Roberts explained, because BR&T has programmed the wrench so that "it tracks that you have done all the operations in a predetermined sequence." This new smart wrench will be used initially on the 737 and 777 programs to tighten the nuts in the hydraulic lines. Boeing plans to gradually deploy it across all jet models in Everett, Renton and in South Carolina. Along with such gee-whiz technology, Boeing is simplifying work procedures to reduce defects. John Hamilton, vice president of engineering at Boeing Commercial Airplanes, cited the way thick wire bundles are connected inside an aircraft. Electricians must pin connectors from one set of wires to the next along the length of the plane, with the risk that the wrong wires may end up connected. "We've changed the design of some of the connectors to Murphy-proof it, so you can't hook it up incorrectly," he said. FAA monitoring Boeing Gonzalez-Beltran said Boeing data show that inspections are "at best 87 percent effective" in spotting defects and that the approach it is now implementing can produce better results. "Right now, everybody is dependent on a second person to come around. We're trying to walk away from that and give them the respect and the tools to actually confirm that they did a good job," Gonzalez-Beltran said. "The responsibility goes to the mechanic." An internal Boeing document providing "talking points" for managers, obtained by The Seattle Times, points another motivation for the company: faster completion of tasks: "By allowing the mechanic to verify their own work, wait time is eliminated." Boeing cannot move forward with such a radical shift in its manufacturing processes without the approval of the FAA. One item in the "talking points" document says Boeing is working with the FAA "to help them understand that these changes will not jeopardize our quality, but will in fact lead to higher levels of quality." The FAA "endorse and understand this," Gonzalez-Beltran said. FAA spokesman Gregory Martin said the regulatory requirements for inspection of airplane-manufacturing work have not changed, and that Boeing is changing only the methods it uses to conducts inspections and verify compliance to standards. "We will continue to monitor their progress," he said. Improved quality or false data? To convince the FAA, Boeing has compiled data on how it is reducing defects. The Seattle Times obtained an internal Boeing chart compiled in December that shows the number of defects per airplane for each jet program and compares the figures in 2017 to 2018. Only the 767 program, which includes the Air Force tanker, showed slightly more defects per plane in 2018. Every other program showed fewer defects, with an overall reduction of 20 percent. "I see my defects coming down. I see my rework coming down," said Gonzalez-Beltran. In 2018, he said, Boeing went after "the lower hanging fruit" but this year, as the changes accelerate, "I'm expecting a very, very radical change in overall quality." The union is suspicious that this data showing fewer defects has been massaged to make a case to the FAA that inspections can be dropped. At the December union meeting, several inspectors spoke of being pressed by managers not to write up nonconforming parts or to write "pickups" for rejected parts. Instead they were urged to have defects fixed, without a record. A violation of manufacturing procedures documented by the FAA last month offers evidence of that practice. FAA investigators substantiated a complaint by a whistleblower working at Boeing's Electrical Systems center inside the Everett plant. They found that quality inspectors had issued final acceptances on some wire bundles, although afterward Boeing employees reworked the wiring to fix defects, without writing a record of the work. The FAA also noted that an earlier complaint alleging similar violations was also substantiated. Gonzalez-Beltran said these were isolated cases of employees not following company procedures. "Unfortunately, there are situations where people, through lack of understanding or awareness, bypass one or two steps," he said. "In those cases, we have to find ways to ensure our own people follow our guidelines." More responsibility on the mechanic Two current Boeing quality inspectors who approached The Times independently of the union, and spoke without company authorization on condition of anonymity to protect their jobs, said they're deeply worried about the changes. The first said dropping quality inspections "is absolutely a safety issue." He said the supposed drop in defects used to justify reducing inspections is the result of factory managers creating "a bullying environment," pressing inspectors to sign off on work. It's driven by the need to keep production humming - despite what he sees as multiple instances of "poor workmanship and hidden defects." "They've sold the FAA a rotten bill of goods," the inspector said. The second inspector said he too doubts Boeing's data because many older, more experienced mechanics left Boeing in the past couple of years and have been replaced with new young hires, many with almost no experience. "I've seen the attitude within the ranks of the younger employees. It's more complacent," he said. "I'd expect more defects, not fewer." And he said engineering staff can override an inspector's defect report "if it doesn't affect fit, form or function," so some inspectors decide it's not worth the time and effort to write everything up. "The defect has not gone away," the second inspector said. "It's just stopped being documented." Both inspectors cited standard safety checks that have already been dropped in some areas. Checks that holes have been drilled precisely and accurately are no longer done. Mechanics can close up areas of the airplane without an inspector taking a final look. And inspectors no longer check the bolts on a holding fixture used to lift large fuselage panels by crane - a safety measure added more than a decade ago when a bolt gave way and the crane almost dropped a panel onto those below. The second inspector said the daily grind of a mechanic's work can lead to errors. "You get into a routine. You miss things," he said. "That's what the inspector is for, to look past the overconfidence or fatigue and see the defects." Gonzalez-Beltran, however, insists he's getting positive buy-in from mechanics who take pride in performing their work without an inspector's oversight. "People feel good about it, feeling they have ownership," he said. "They are stamping it saying, 'This is good. I built it. I did it right. Move on. I don't need somebody else to come and check it.'" https://www.seattletimes.com/business/boeing-aerospace/boeing-overhauls-its-quality-controls-more-high-tech-tracking-but-fewer-inspectors/ Back to Top A scrappy competitor to SpaceX and Blue Origin just scored a crucial and historic launch site in Cape Canaveral, Florida Relativity Space, an aerospace startup based in Los Angeles, has secured a historic home in Florida from which to launch its 3D-printed rockets - and the site is sandwiched among the company's biggest competitors. The company was founded in 2015 by Jordan Noone and Tim Ellis, two young defectors from more-established SpaceX and Blue Origin (respectively). Relativity's big gamble is to use cutting-edge "Stargate" 3D-printing technology to simplify the construction of complex rocket parts and engines by about 100-fold. The company believes this scheme will allow for more automation in manufacturing, decrease errors, increase reliability, speed up the pace of development, and ultimately lower the cost of access to space dramatically. Relativity's slogan is "Rockets built and flown in days instead of years." "We believe it will be even more disruptive technology than what you've seen from other private space companies," Ellis told Business Insider. To date, Relativity has raised more than $45 million, some of it from famed investor Mark Cuban, and brought on 60 full-time employees. Relativity's first make-or-break goal is to build, test, and launch a 100-foot-tall orbital rocket that it calls Terran 1. But to prove Terran 1 works - not to mention Relativity's overall 3D-printing approach - the startup needs a place to launch the rocket. On Thursday, Relativity announced that it has won a competitive contract from the US Air Force to retrofit and exclusively use Launch Complex 16 (or LC-16) at Cape Canaveral Air Force Station in Florida. "We're the very first venture-backed company that has won approval from the USAF for this site and only the fourth company to join the Cape," Ellis said. "This is the most elite launch facility in the world. This is where most of the history for launch has occurred." SpaceX has the rights to Launch Complex 40, located just north of Relativity's new site, and Blue Origin is leasing Launch Complexes 11, 36A, and 36B to the south. United Launch Alliance - a daughter company of Boeing and Lockheed Martin - also leases launch complexes in Cape Canaveral. If Relativity can successfully launch a Terran 1 rocket and send a payload to orbit within five years, it will get the chance to lease LC-16 for perhaps 20 years. A giant leap for Relativity Space Depending on how each Terran 1 rocket is outfitted, Ellis says it could launch up to 2,750 pounds (1,250 kilograms) into low-Earth orbit for about $10 million per launch. SpaceX's larger, more powerful, and partly reusable Falcon 9 rocketscan launch about 10 times that much payload for roughly $62 million, or about one-third cheaper per pound. But Ellis says Terran 1 is just a starting point. "We can capture several billion dollars' worth of payloads in that class," Ellis said, adding that "exciting news" may be announced this year on that front. Relativity has already gotten a lot done since its founding in 2015. The company built a 60,000-square-foot factory and headquarters in Los Angeles and also fleshed out its Stargate 3D-printing technology. It also secured a 20-year agreement to use rocket-engine test stands at NASA's Stennis Space Center in Mississippi. Relativity is using the Mississippi site to test-fire its 3D-printed Aeon rocket engines. Ellis previously told Business Insider that so far, the engines have been tested successfully more than 100 times. Such tests are crucial, since nine of the engines will line the lower stage (or booster) of every Terran 1 rocket, and one engine will propel the upper stage (and its payload) into orbit. Although one aerospace industry analyst has expressed uncertainty about the company's long-term value, Ellis offered a few ways to counter these doubts. He said Relativity is poised to make good on its investments by reducing complexity, simplifying supply chains, and speeding up innovation. He added that the company has has hired about a dozen senior leaders from other private space companies. Plus, Ellis noted that competition for the LC-16 site was "fierce," since many aerospace startups in the US are looking to secure a launchpad. That makes the Air Force's sign-off significant. "I view it as a huge vote of confidence, not only that Relativity will launch rockets to orbit, but [the USAF] vetted our team and our technology approach as viable," he said. "We're inventing new ways to do this that no one has ever seen or done before." To that end, Thomas Eye, a director within the USAF's 45th Space Wing, said in a press release: "We were impressed with Relativity's seasoned team and its innovative approach to space technology, and we look forward to working with them as they continue the process to launch the Terran 1 vehicle from Cape Canaveral Air Force Station." A launch site for the ages - and the future LC-16 has a "rich history of supporting national security and human exploration," as Ellis put it. During the 1960s, it was used to test-fire hardware for NASA's Gemini and Apollo space programs. Prior to that, the US military used it to test some of America's first intercontinental ballistic missiles - rockets designed to fly nuclear warheads through space and strike an adversary - including the Titan I and Titan II. Ellis said the company has a lot of work to do to retrofit the site for its use, since it needs to build an assembly building, mobile erector (to set up Terran 1 rockets for launch), propellant storage tanks, and lightning protection towers. One feature the company will keep, though may not necessarily use, is a historic underground roundhouse. "They used to literally sit in that building and control launches from several hundred feet away, which sounds crazy in today's world," Ellis said. "They were basically standing under the rocket inside a bank vault." (Modern launches are controlled from thousands of feet if not miles away.) The company hopes to launch its first Terran 1 rocket by the end of 2020, then start launching a growing manifest of commercial and government satellites thereafter. When asked about SpaceX's recent 10% reduction in its workforce, Ellis hinted it may be helpful to Relativity Space. "We're getting flooded with applications," he said. https://markets.businessinsider.com/news/stocks/relativity-space-rockets-launchpad-cape-canaveral-2019-1-1027877529 Back to Top Jeff Bezos to be Honored in Beverly Hills by Aviation Group Amazon founder Jeff Bezos will be honored in Beverly Hills Friday evening by an aviation group for advancing the principles of freedom in his many business and personal endeavors, organizers said. Bezos will receive the inaugural "Jeff Bezos Freedom's Wings Award," from Tom Enders, the CEO of the aerospace firm Airbus at the 16th annual "Living Legends of Aviation Awards" at The Beverly Hilton. "The Living Legends of Aviation live by the mantra `Free to Fly on Freedom's Wings,'" said Steven Udvar-Hazy, a founder of the organization and executive chairman of the board of the aircraft leasing company Air Lease Corp. "We are passionate about freedom in the many roles it takes, particularly around flight. This mantra is the inspiration behind our organization's newest and most important award." Bezos will select the award's recipient in future years from nominees offered by the legends and The Washington Post, which Bezos owns. Bezos is the founder, CEO, chairman of the board and president of the technology company Amazon and founder of the aerospace company Blue Origin. He is the richest person in the world with a net worth of $139.8 billion, according to the business magazine Forbes. The ceremony will be hosted by Emmy-winning actor John Travolta, who will present the "Safest, Longest Continuous Operating Airline Award," to the Australian airline Qantas, which will be accepted by Leigh Clifford, who resigned as its chairman last year. Oscar-nominated actor Harrison Ford, a pilot, will also present an award. The Living Legends of Aviation was founded on Dec. 17, 2003, the 100th anniversary of the first powered flight by Orville and Wilbur Wright to celebrate aviation's second hundred years. The group bills itself as including entrepreneurs, industry leaders, astronauts "and pilots who have become celebrities and celebrities who have become pilots." https://mynewsla.com/hollywood/2019/01/18/jeff-bezos-to-be-honored-in-beverly-hills-by-aviation-group/ Curt Lewis