December 26, 2019 - No. 101 In This Issue The Future of Aviation: Electric Airplanes Will Decarbonize the Aviation Industry NATO OPENS SPEC OPS AVIATION SCHOOL A New Clean-Burning Jet Biofuel Made From Seawater Could Soon Be a Reality CAA, ASF chiefs told to revisit security measures at all airports Saudia 777 IFC program progresses; will hybrid terminals gain steam? IndiGo partners with Chimes Aviation Academy for its flagship cadet pilot program Aircraft Recycling Company Will Invest Nearly $100 Million at the N.C. Global TransPark Creating 475 jobs Liquids could soon be allowed in hand luggage at airport France's Safran considers $150-mn aircraft engine repair unit in India SpaceX reaches parachute testing milestone The Future of Aviation: Electric Airplanes Will Decarbonize the Aviation Industry The global aviation industry produces about two percent of all human-induced carbon dioxide (CO2) emissions. Aviation is responsible for 12 percent of CO2 emissions from all transport sources, compared to 74 percent from road transport, according to the Air Transport Action Group (ATAG). In 2018, flights produced 895 million tonnes of CO2, worldwide. Globally, humans produced over 42 billion tonnes of CO2. Aviation has brought great benefits to humanity; it has connected people and businesses across the world contributing to globalization and the expansion of international commerce. More recently, aviation and low-cost travel have opened the world to thousands of remote workers and location- independent individuals --also known as digital nomads-- who enjoy the marvels of traveling the world at a low-cost while delivering their work digitally. However, recent discussions on the implications of climate change and how carbon emissions are affecting the environment have prompted more initiatives focused on reducing carbon emissions. One of those initiatives involves decarbonizing the aviation industry. There has been a significant improvement from the fuel consumed by jets in the 1960s to the present day. Jet aircraft today are over 80 percent more fuel-efficient per seat kilometer than the first jets in the 1960s, according to the Air Transport Action Group. In the same way, urban mobility has experienced an evolution toward vehicle electrification, we will soon start to see the transformation of the aviation industry into the development of large electric air vehicles that will be cruising the skies in just a few years' time. One of the most significant initiatives for electric air vehicles that has been initiated by a world- class higher education institution is the Cambridge Zero, which combines a full range of research and policy expertise in order to help create a zero-carbon future. Cambridge Zero: An initiative from the University of Cambridge that brings electric air vehicles closer to the sky The University of Cambridge in England, U.K. has launched an ambitious new environment and climate change initiative with the goal of scaling the process of turning ideas into new technologies in the aviation and power industries. This could result, for starters, in covering around 80 percent of the United Kingdom's future aerodynamics technology needs. Cambridge Zero is not just about developing greener technologies but combining the University's top-class research and policy expertise in favor of developing actionable solutions that work for the citizens' lives, society, and the biosphere as a whole. Electrification: Electric air vehicles (EAVs) perhaps ready by 2024 For small and medium-sized aircraft, electrification is a way to decarbonize. Currently, over 70 aviation companies are planning the first flight of electric air vehicles (EAVs) by 2024. Unfortunately, larger aircraft have to continue relying on the jet engine, for now. However, this is going to change in the coming years thanks to hybrid-electric engines that will come first. As the path to fully electric aircraft continue to evolve initiatives such as the Cambridge-MIT Silent Aircraft Initiative and the NASA N+3 Project are developing novel aircraft architectures with the potential of reducing CO2 emissions by approximately 70 percent. According to the N+3 Technology Level Reference Propulsion System Project's Abstract (PDF), an N+3 technology level engine, suitable as a propulsion system for an advanced single-aisle transport, was developed as a reference cycle for use in technology assessment and decision- making efforts. This reference engine serves three main purposes: It provides thermodynamic quantities at each major engine station It provides overall propulsion system performance data for vehicle designers to use in their analyses It can be used for comparison against other proposed N+3 technology-level propulsion systems on an equal basis This reference cycle is meant to represent the expected capability of gas turbine engines in the N+3 timeframe given reasonable extrapolations of technology improvements and the ability to take full advantage of those improvements. Meanwhile, at the Whittle Lab in Cambridge, the researchers are working on applications that include the development of electric and hybrid-electric aircraft, the generation of power from the tides and low-grade heat like solar energy, and hydrogen-based engines. According to Professor Rob Miller, Director of the Whittle Laboratory, world leading turbomachinery research lab at the University of Cambridge, the researchers are also working on existing technologies as a way of reducing the carbon emissions, like wind turbines, and developing the next generation of jet engines such as Rolls-Royce's UltraFan engine, which will enable CO2 emission reductions of no less than 25 percent by 2025. Professor Miller's research is aimed at reducing the emissions of both air travel and land-based power production. He has worked extensively with industry; he is currently undertaking research in collaboration with Rolls Royce, Mitsubishi, Siemens, and Dyson. Rolls-Royce UltraFan engine: The next generation of jet engines The UltraFan is a new architecture of Rolls-Royce for civil engines. Phil Curnock, Chief Engineer, Civil Future Programs, Civil Aerospace Rolls-Royce explains how the progress and technologies at play within the UntraFan bring a new era of jet engines closer to reality. Curnock says the UltraFan is different from today's engines because it incorporates the power gearbox into the gas turbine, which allows a larger diameter fan, more flow for the engine which makes the engine more efficient The power gearbox is introduced between the fan and the intermediate pressure compression. This ensures that the fan, compressors, and turbines all continue to run at their optimum speed. It also incorporates a composite fan in the front of the engine, which allows for a lighter turbine. Meanwhile, in Gloucestershire, Rolls-Royce introduces Accel Accel, Rolls-Royce powered new electric demonstrator aircraft's flight testing is scheduled to begin rather soon in 2020. The zero-carbon emissions is set to become the world's fastest electric- powered aeroplane after breaking the current record. The first flight will be targeting a new air- speed record of more than 300mph flying 200 miles (from London to Paris) on a single charge. The current speed record for an aircraft powered by electricity is 213mph and was set in 2017 by Germany's Extra Aircraft 330LE powered by a Siemens electric motor. Accel, powered by "the most powerful battery ever put in an aircraft," according to Rolls-Royce and reported by Industry Editor Alan Tovey at The Daily Telegraph, is partly funded by the U.K. government and it involves a host of partners including electric motor and controller manufacturer YASA as well as aviation start-up Electroflight. The electric plane, which targets the record books, was unveiled for the first time at Gloucestershire Airport, in the U.K. last week. Electrical propulsion system: Building the aircraft of the future Dr. Chez Hall, has been developing research into the areas of aero-engine design for reduced carbon emissions, engine-installation interaction, and low-noise turbomachinery since 2005. Together with his research team at the Whittle Lab, they are working on how a potential replacement for the 737 could work. The futuristic aircraft architecture would count with an electrical propulsion system which would be embedded into the aircraft fuselage; this would allow up to 15 percent reduction in fuel burn. According to Professor Rob Miller, a key element of meeting the decarbonization challenge is to accelerate technology development. Focusing on the process itself during the past five years, they now can develop technology at least 10 times faster and 10 times cheaper. "Our solution is to merge the digital and physical systems involved. In 2017, we undertook a pioneering trial of a new method of technology development. A team of academic researchers and industrial designers were embedded in the Whittle Lab and given four technologies to develop. The results were astonishing. In 2005, a similar trial took the Whittle two years. In 2017, the agile testing methods took less than a week, demonstrating a hundred times faster technology development," wrote Professor Miller on the Whittle Lab blog. "We describe it as tightening the circle between design, manufacture, and testing," he says. "Design times for new technologies have been reduced from around a month to one or two days using augmented and machine-learning-based design systems. These make use of in-house flow simulation software that is accelerated by graphics cards developed for the computer gaming industry." "Manufacturing times for new technologies have been cut from two or three months to two or three days by directly linking the design systems to rows of in-house 3D printing and rapid machining tools, rather than relying on external suppliers. Designers can now try out new concepts in physical form very soon after an idea is conceived." He also explains that testing times have been reduced from around two months to a few days by undertaking a value stream analysis of the experimental process. Each sequential operation was analyzed, in order to remove over 95 percent of the tasks, producing a much leaner process of assembly and disassembly. According to Professor Miller, test results are automatically fed back to the augmented design system, allowing it to learn from both the digital and the physical data. "There's a natural human timescale of about a week whereby if you go from idea to result then you have a virtuous circle between understanding and inspiration. We've found that when the technology development timescale approaches the human timescale - as it does in our leaner process - then innovation explodes," he says. Decarbonizing the aviation and energy industries The New Whittle Laboratory will house the National Centre for Propulsion and Power, which is due to open in 2022 with funding from the Aerospace Technology Institute. The National Centre for Propulsion and Power is designed to combine a scaled-up version of the agile test capability with state-of-the-art manufacturing capability to cover around 80 percent of the U.K.'s future aerodynamic technology needs. The Whittle Laboratory counts with very strong industrial partnerships which have lasted for over 50 years with manufacturers such as Rolls-Royce, Mitsubishi Heavy Industries, and Siemens, as well as a partnership with Dyson for around five years. According to Professor Miller, another component of the new development is going to be a Propulsion and Power Challenge Space where teams from across the University of Cambridge will co-locate with industry to develop the technologies necessary to decarbonize the propulsion and power sectors. Thanks to these strategic partnerships and their many benefits it has been possible for the researchers to enable technology strategy that can be shared at the highest level also triggering the start of new projects that can be kicked off rather quickly, and without the need for contract lawyers. Joint industry-academic technology transfer teams move seamlessly between industry and academia, ensuring that technologies are successfully transferred into product. According to Professor Miller, the partnerships provide a source of real high-impact research projects. "It's these long-term industrial partnerships that have made the Whittle the world's most academically successful propulsion and power research laboratory." "We are at a pivotal moment, in terms of both Cambridge's history of leading technology development in propulsion and power, and humanity's need to decarbonize these sectors. Just 50 years ago, at the opening of the original Whittle Laboratory, research and industry faced the challenge of making mass air travel a reality. Now, the New Whittle Laboratory will enable us to lead the way in making it green." Electric aircraft propulsion technology evolution Dr. Duncan Walker, Senior Lecturer in Applied Aerodynamics at Loughborough University, and a Member of the Rolls-Royce UTC in Combustion System Aerothermal Processes since 1994, explains all about the changes expected in aviation in the coming years, including the electrification of future aircraft propulsion technologies. Dr. Walker specializes in experimental and computational study of gas turbine aerodynamics and combustion system aerothermal processes. According to Dr. Walker, the big changes are not going to happen for the first 10 to 20 years, However, after that, "we're going to see electric powered aircraft coming along." First, and pretty much as we have seen it with electric vehicles, it is going to be a hybrid type aircraft with at least one jet engine or gas turbine. That will produce most of the thrust required for cruise. He explains that to help the aircraft off the ground it will have big electric fans powered by batteries. Battery technology is not good enough at the moment, Dr. Walker says. The development of better batteries and better energy storage will be happening in the next 20 or 30 years. The combustion system also has to change, obviously, since that is where the fuels are burnt and where the emissions are produced. There are exciting times ahead for the aviation industry. We all hope that in a few decades' time electric airplanes will be as common as the aircraft that cruise the skies today. https://interestingengineering.com/the-future-of-aviation-electric-airplanes-will-decarbonize-the- aviation-industry Back to Top NATO OPENS SPEC OPS AVIATION SCHOOL Aviation and Special Operations go hand-in-hand. Whether it is rotary-wing or fixed-wing, SOF units have been using SOF aircraft to increase their effectiveness and lethality. Recognizing the lack of a dedicated SOF aviation program, NATO has decided to launch a training facility that aims to bring together the Alliance's elite aviation units for training. The Multinational Special Aviation Programme (MSAP) was launched earlier this month by Bulgaria, Croatia, Hungary and Slovenia. It will be open, however, to all NATO members and partners. During the opening ceremony, NATO's Assistant Secretary-General for Defence Investment Camille Grand said that "The Multinational Special Aviation Programme epitomizes what NATO stands for - Allies achieving more together than they ever could individually. By committing to training the next generation of Special Operations Forces aviation crews in one place, you - the participants - are laying the foundations for ever more seamless joint operations." The location of the facility allows for a wide range of environmental training since it's located near the Adriatic Sea, with its numerous islands, but also close to numerous mountain ranges. The training center will open its gates to students for academic training in 2020; flight training is scheduled to begin sometime in 2021. This is a long-due decision by NATO. SOF units from across the Coalition and its partners have been fighting together for more than two decades without the ideal interoperability. From the forests and villages of the Balkans, to the deserts and cities of Iraq, to the mountains of Afghanistan, NATO SOF have been relying on SOF aircraft to increase the success rate of their missions. American - and to a certain extent British and Australian - SOF haven't suffered too much from this lack of interoperability. And yet more NATO SOF aviation assets would have resulted in more operations. What distinguishes conventional from SOF aviation, particularly in the rotary-wing realm, is the ability of the latter to operate in the dark with pinpoint accuracy. That, of course, doesn't mean that conventional pilots can't fly in the dark. Rather, it means that SOF aviators are more capable to do so because of their specialized training and the technology fitted in their aircraft. This is the latest in a series of initiatives aimed at improving the interoperability and effectiveness of NATO's elite. Last October, four NATO members (Hungary, Croatia, Slovakia and Slovenia) and one NATO partner (Austria) signed a memorandum of understanding for the establishment of a regional Special Operations command. And in the summer of 2018, Belgium, Denmark, and the Netherlands established a similar mini SOF command. Greece is also set to create a similar regional command by 2024. The center's syllabus is bound to include tactics, techniques, and procedures (TTPs) from units like the American 160th Special Operations Aviation Regiment (160th SOAR), also known as the Nightstalkers, and the British Joint Special Forces Aviation Wing (JSFAW). According to NATO, the center's aim is to "increase interoperability amongst the participants, throughout the Alliance and with NATO partners," with the aim of expanding the program's scope as more members and partners join. https://sofrep.com/news/nato-opens-spec-ops-aviation-school/ Back to Top A New Clean-Burning Jet Biofuel Made From Seawater Could Soon Be a Reality People from an organization called MIB may help save the world as we know it, but these are no Men in Black-they're from the profoundly un-Hollywood Manchester Institute of Biotechnology, part of the University of Manchester in the UK. They say that a cleaner replacement for jet fuel, made from seawater, could be just a handful of years away. The biofuel, made by aquatic bacteria, is not only clean-burning but also cost-effective to produce and does not impact food production, according to Nigel Scrutton, director of MIB. And the work is urgently needed. Aviation's growing traffic levels are eclipsing efficiency gains-the proportion of greenhouse gases that comes from aviation currently accounts for 2 percent of the global total. The aviation industry has promised to slash emissions by 50 percent from 2005 levels by 2050, and cleaner, sustainable alternative fuels will be key to getting there. But in 2018, biofuels were less than 0.1 percent of the sector's fuel use, despite the first commercial flight to use such fuels taking place in 2008. They can also be more expensive than fossil-derived jet fuel, too. Private flying is particularly vulnerable, despite increasing efforts by business-jet makers to support the use of alternative fuels. According to some polls, more than half of Britons support a ban on private flights, and even in the US, the figure is more than 40 percent. The researchers, funded by the US-based Office of Naval Research Global, are working with the Halomonas bacteria to make replacements for refined crude oil. "That's the vision," says Scrutton. "And the beauty of biology is that you can engineer very pure versions." Petrochemicals drawn from the ground, even after refining, contain impurities that are part of the emissions problem-including oxides of nitrogen and sulphur. "If you burn a pure biofuel, it'll end up as just CO2 and water," says Scrutton. And there are other benefits. The bacteria can be grown using agricultural and food waste, and the process of creating fuel would have less impact and could be cheaper than for current biofuels. For example, bioethanol comes from plants, such as corn, that compete for land with food crops, and algae needs tightly controlled environments for its production process. Scrutton believes that Halomonas-derived jet fuel is five to seven years away from being produced at scale. "The next step is to demonstrate it at a pilot level," he says. "That will develop confidence in the technology." Seawater-grown bacteria is not a complete answer-there are still CO2 emissions-but the biofuel it makes will be much cleaner than modern jet fuel and much more likely to make a difference than the very distant battery-powered airliners being promised. Talk about a sea change. https://robbreport.com/motors/aviation/mib-biofuel-made-from-seawater-2887668/ Back to Top CAA, ASF chiefs told to revisit security measures at all airports KARACHI: The Sindh High Court has asked the directors general of the Civil Aviation Authority (CAA) and Airport Security Force (ASF) to hold a meeting to revisit the existing security measures at all airports and to modernise and revamp explosive detectors if further steps are required. A two-judge bench headed by Justice Mohammad Ali Mazhar also directed the CAA and ASF to improve safety and security arrangements at the airports, aerodromes, aircraft and civil aviation installations. Disposing of a petition against manufacture and use of bomb detectors (Khoji) at the airports, the bench directed the ASF to maintain foolproof safety and security at all airports and also safeguard civil aviation installations against acts of unlawful interference in accordance with the provisions envisioned under Section 6 with other enabling provisions of the Airports Security Force Act, 1975. "The Director General CAA and Director General ASF for their utmost satisfaction shall convene a high profile meeting within 15 days to revisit the security measures in the larger public interest and in case any further endeavours/measures are required to modernise and revamp the present detector "Khoji" and or some alternate or additional or any other advanced technology is required to be opted, added or preferred for improvising the safety and security measures at airports, aerodromes, aircraft and civil aviation installations/parking areas, the CAA shall make necessary arrangement for such equipment or technology for ASF," the court ordered. The bench in its order observed that though the ASF was confident with regard to performance of Khoji, it was further informed that the CAA was responsible for provision of such equipment to the ASF and thus if the court found it necessary to replace the existing equipment, CAA may be directed to provide latest and state-of-art alternative device for explosive detection. It further stated that the petitioner wanted absolute ouster of Khoji detectors, but no alternative solution was suggested as a stopgap arrangement and at the same time the ASF in its reply stated that they were very much confident with the performance of their developed device Khoji and they were not using any banned ADE-651 explosive detector. The ASF further maintained that the performance of Khoji was well authenticated and they detected thousands of ammunition and hundreds of arms at the main entrances of different airports and the armed forces and law enforcement agencies were also using the same device. In its reply, the CAA reproduced the same assertion and said that it was responsible to provide equipment and the ASF was responsible to maintain and provide foolproof security. The petitioner NGO stated that the purpose of filing the case to draw attention of the court to an alleged scam orchestrated by a British national who was involved in assembling and using of fraudulent bomb detectors, which allegedly affected the country in dealing with its security measures. The petitioner further stated that these detectors were manufactured by a British company under the name and style of ADE-651 which claimed that their device could effectively detect the presence and location of various types of explosives from a long range and Pakistan allegedly purchased ADE-651 detectors for the use of the ASF. The petitioner alleged that despite banning the export of ADE-651 by the British government, the respondents took over the making and selling of this device under the brand name Khoji. The counsel for the petitioner pleaded that the use of fraudulent bomb detectors should be put to rest by restraining its licensing, manufacturing and usage in Pakistan. The deputy attorney general (DAG) argued that the ASF was responsible for taking effective measures for ensuring security of airports and it officers and members were subjected to the Pakistan Army Act for disciplinary purposes. The DAG further asserted that ASF neither procured explosive detectors ADE-651 nor manufactured, used or sold it, adding that in 2008-2009, the ASF procured Sniffex explosive detectors, which were very costly and thus the ASF with the help of EME Engineers developed its own explosive detector Khoji, which were being used at the car parking gates for scanning of vehicles. He further said that Khoji was developed by army engineers as an alternative technology for detection of explosives and arms/ammunition whereas the imported explosive detector Sniffex was found less effective in detection of explosive material. The DAG argued that the petition was filed merely on presumptions with baseless allegations, whereas banned explosive detector ADE-651 was never procured by ASF. https://www.dawn.com/news/1524349 Back to Top Saudia 777 IFC program progresses; will hybrid terminals gain steam? Though we suspected as much, Carlisle Interconnect Technologies has confirmed to Runway Girl Network that its new FAA supplemental type certificate (STC) for installation of dual-band satcom provisions on Boeing 777-300 and 777-300ER series aircraft was obtained in support of the Taqnia hybrid Ka/Ku connectivity project for Saudia. The solution will provide broadband connectivity to passengers. "This STC implements the Taqnia Ka/Ku antenna onto the Saudia aircraft and serial modifications are already in progress," revealed CarlisleIT director of product management, integrated products Jeff Behlendorf as part of a broader interview during which he explained CarlisleIT's decision to join the Independent Aircraft Modifier Alliance (IAMA). Asked if CarlisleIT followed the ARINC 792 spec for this Saudia package, Behlendorf confirmed that the Saudia installation follows the ARINC 791 standard "and we expect that standard to remain in use for most gimballed antenna installations in the future. ARINC 792 is more likely to be adapted for use with flat panels that require a large footprint on the aircraft." Saudia is a long-time customer of SITAONAIR's L-band-supported Internet connectivity service (and offers a variety of packages including a free WhatsApp plan on various routes). Yet it opted for the Taqnia broadband hybrid terminal for Airbus A320 narrowbodies, and is clearly now doing so for the 777s. Broadly, industry appears to be seeing some meaningful movement now regarding dual-band antenna offerings. In addition to Taqnia's work for Saudia, Viasat has placed renewed attention on a hybrid (having originally launched on Virgin America), and both Viasat and Gilat are eyeing potential hybrid opportunities in China. From CarlisleIT's perspective, RGN asked, is hybrid antenna business on the march, and what regions will most likely adopt in the near-term - the Middle East, China, India? "CarlisleIT has done Ku, Ka, and hybrid antenna installations using the same installation philosophy with a mix of radomes tuned for optimum performance. Generally, customers who fly over regions without a large single provider giving uniform coverage, see advantages in hybrid antennas," responded Behlendorf. He added: "It seems likely this will remain a solution being used in the Middle East and on Pacific Ocean routes. Central Asia as well as China and India have single-band options available to them and we would expect them to opt more often for a non-hybrid antenna on the majority of their fleets." CarlisleIT is on record saying it is eager to support Inmarsat and Panasonic's nextgen GX antenna work. But has any work started on a hybrid solution combining Panasonic Ku with Inmarsat GX? "CarlisleIT remains in contact with Inmarsat and Panasonic regarding their future antenna plans, but we cannot share that information publicly," said Behlendorf. Interestingly, Inmarsat regional vice president APAC Chris Rogerson told RGN correspondent Neelam Mathews that - quid pro quo-style - the year-old arrangement between Inmarsat and Panasonic enables Inmarsat to offer Panasonic's NEXT IFE solutions to Inmarsat's commercial aviation customers. "Over the past year, Inmarsat and Panasonic have made significant progress with aligning our processes and systems. This has been our core focus... [covering] important areas such as sales process, contracts, technology and operations processes," he said. https://runwaygirlnetwork.com/2019/12/24/saudia-777-ifc-program-progresses-will-hybrid- terminals-gain-steam/ Back to Top IndiGo partners with Chimes Aviation Academy for its flagship cadet pilot program IndiGo, India's leading carrier, is pleased to announce their partnership with Chimes Aviation Academy (CAA) to select and train ab-initio pilots as future Junior First Officers under the airline's flagship training programme - Cadet Pilot Programme. The programme is designed to meet the airline's fleet expansion and corresponding demand for pilots. CAA is a fully India home-grown Aviation Training Organisation which has been training pilots since 2008. The IndiGo Cadet Pilot Program will be carried out at the CAA Flying School in Madhya Pradesh wherein the selected cadets will undergo a rigorous 4-month ground schooling at CAA in Dhana, followed by 10 months of flight training. Upon completion of training in Dhana, the cadets will proceed to an authorized Training Organization for the Multi-Crew Cooperation (MCC) and A320 Type Rating stage of training. Mr. Y N Sharma, CEO and Promoter, Chimes Aviation Academy said "We at CAA are excited about the opportunity to partner IndiGo. We hope to be recognised as a suitable airline flying training institution, in India and the South East Asia Region". On the announcement, Capt. Ashim Mittra, Senior Vice President - Flight Operations at IndiGo said, "We are happy to introduce Chimes Aviation Academy as our newest partner to train career- oriented pilots for IndiGo's flagship training module - Cadet Pilot Programme - an initiative that we believe is changing the airline industry in India and providing aspiring pilots with a life-changing opportunity. This partnership is a testimony to our commitment to establish a steady flow of confident and skilled air pilots over the foreseeable future". https://www.apnnews.com/indigo-partners-with-chimes-aviation-academy-for-its-flagship-cadet- pilot-program/ Back to Top Aircraft Recycling Company Will Invest Nearly $100 Million at the N.C. Global TransPark Creating 475 Jobs Miami, FL, December 24, 2019 --(PR.com)-- "More good jobs and investment are coming to the Global TranPark," said Governor Cooper. "From the west to the east, North Carolina's aviation and aerospace sector is thriving as companies continue to find the skilled workers and training programs they need to compete in this global industry." Aircraft Solutions serves commercial and military clients with aircraft that have reached their end of life stage and are ready for decommissioning. Despite an aircraft's age, older airframes often contain many valuable parts and materials that can be recycled. Useful parts may include engines, undercarriage equipment, avionics, and in-flight entertainment systems. In phase one of the project, Aircraft Solutions' new recycling center will systematically remove, catalog, and inspect parts, certifying them as either usable, repairable, or unfit for service. The company plans to establish a paint shop in phase two of the project. "After an intensive research and great support from various sites, such as the ElectriCities Business Relocation Program and excellent communications with each of the involved public departments, we are confident that Global TransPark of Lenoir North Carolina is the right location for our tremendous project," said Dr. Sven Daniel Koechler, General Manager of Aircraft Solutions USA Inc. "With our environmentally friendly and sustainable processes, we offer a real alternative to conventional boneyards and are proud to be able to build an architectural highlight in North Carolina with one of the largest hangars in the world. With our unique hanger system and our self-developed most effective new recycling technology, we are able to recycle up to 70 more Boeing 737 a year and will invest not only in the construction and modern equipment, but also in qualified workers and their families." "The aviation industry famously got its start at Kitty Hawk, and this industry continues to find the right ingredients for success in North Carolina," said North Carolina Commerce Secretary Anthony M. Copeland. "This new investment will add to the growing relevance of the Global TransPark and Lenoir County to aviation companies." The North Carolina Department of Commerce led the state's support for the company during its site evaluation and decision-making process. Although wages will vary depending on position, the average salary for the new positions will reach as high as $47,069. The Lenoir County average wage is $36,766. Aircraft Solutions' project in North Carolina will be facilitated, in part, by a Job Development Investment Grant (JDIG) approved by the state's Economic Investment Committee earlier today. Over the course of the 12-year term of the grant, the project will add nearly $958 million to North Carolina's economy. Using a formula that takes into account the new tax revenues generated by the new jobs, the JDIG agreement authorizes the potential reimbursement to the company of up to $4,782,000, spread over 12 years. State payments only occur following performance verification by the departments of Commerce and Revenue that the company has met its incremental job creation and investment targets. JDIG projects result in positive net tax revenue to the state treasury, even after taking into consideration the grant's reimbursement payments to a given company. "The North Carolina Global TransPark is an important center of aviation excellence in our state," said N.C. Senator Jim Perry. "We welcome these new jobs and this significant investment to Lenoir County." "Economic development projects require many organizations to collaborate closely in order to see a successful outcome," said N.C. Representative Chris Humphrey. "I'm so pleased with the many partners in our region that came together and demonstrated why Lenoir County and the Global TransPark were the perfect location for this project." Partnering with the North Carolina Department of Commerce and the Economic Development Partnership of North Carolina on this project were the North Carolina General Assembly, the North Carolina Community College System, the North Carolina Department of Transportation and its Division of Aviation, ElectriCities, Lenoir Community College, North Carolina's Southeast, Lenoir County, the City of Kinston, and the North Carolina Global TransPark Authority. https://www.pr.com/press-release/802127 Back to Top Liquids could soon be allowed in hand luggage at airport Airport security queues should soon become less stressful for passengers since these will be able to keep liquids and laptops in their hand baggage when new 3D scanners are introduced. Malta International Airport has recently undertaken a significant investment of around €2.5 million in computer tomography (CT) technology for the screening of all hold luggage and is currently in the process of installing the first CT scanning machine. The CT scanners, used in hospitals to scan patients, produce more detailed images that allow security staff to assess cabin bags with electronic equipment and liquids inside. The technology is expected to lead to a relaxation of current rules, which state that passengers can only carry liquids such as toiletries or medicine in individual containers of 100ml or less, with the items placed in a separate, clear plastic bag to pass through security. The changes should mean shorter queuing times as well as reduce plastic waste. The 100ml liquid limit was introduced after terrorists tried to blow up transatlantic jets with explosives hidden in soft drinks bottles in 2006. There are hopes that the improved technology could potentially end the liquids ban altogether. However, abolition would likely require the scanners to be installed at all airports, an expensive process that could take several years. Expansion project will see the terminal occupy a larger footprint The CT technology is used in some airports in Europe and the US - including Heathrow in London, Amsterdam's Schipol and JFK in New York. Heathrow became the first UK airport to instal the scanners, which it started testing in 2017. "This technology will help the airport continue to deliver upon its promise of providing each and every guest with a safe and secure experience, while being compliant with the provisions of the European Commission regulation governing civil aviation security," Lorna Refalo, Malta International Airport's communications executive, told Times of Malta. These provisions stipulate that, by 2020, every European airport should adopt more advanced hold baggage screening capabilities, among which is CT scanning technology. On the other hand, MIA is still analysing how computer tomography is performing in airports that have already implemented this technology for hand luggage, Ms Refalo noted. "With service excellence being a core value for the company, the airport is also seeking to get an understanding of whether said technology is contributing to a better passenger experience," she remarked. The ultimate aim of this analysis is the eventual integration of CT screening technology into a wider system that is geared at further enhancing the experience of passengers when passing through the security channel at MIA. This analysis forms part of the company's feasibility studies for its ambitious terminal expansion project, detailed plans for which are currently being drafted. The expansion project will see the terminal occupy a larger footprint, which will furnish the airport with more circulation space and increased space for the introduction of additional check-in desks and more gates. Further details about this project are expected to be released in the new year. https://timesofmalta.com/articles/view/liquids-could-soon-be-allowed-in-hand-luggage-at- airport.759098 Back to Top France's Safran considers $150-mn aircraft engine repair unit in India France-based Safran Group is considering a $150-million investment in a new aircraft engine maintenance, repair and overhaul (MRO) unit in India to cater for its airline customers, according to the company. Safran and GE Aviation own a 50 per cent stake each in the US-based CFM International, which manufactures engines for the Airbus A320 and Boeing 737 types of aircraft. Currently, around 220 Airbus and Boeing planes in India are fitted with CFM engines. Additionally, there are 485 planes on order from IndiGo, SpiceJet, and Vistara, which will be equipped with these engines and are expected to be delivered over the next five years. CFM International, which competes with engine manufacturer Pratt & Whitney, won a $20-billion order from IndiGo to supply engines for 280 Airbus A320neo in June. Plans to set up an MRO unit in India are being evaluated following the big order win. To a query from Business Standard about its plans, Safran said, "As a long-standing partner of the Indian aerospace industry, Safran is committed to supporting growth in the Indian market." "Given the fast expansion of the CFM fleet in Asia and in India specifically, we are considering the possibility of building a new Safran shop in this region of the world to address the growing MRO needs. This new shop will represent an investment of more than $150 million," adds Safran. Currently, only Air India has capabilities for in-house maintenance of aircraft engines, while all other carriers send their engines overseas for overhaul and major repairs. A domestic MRO will help Indian airlines to reduce costs and save on foreign exchange, besides generating employment for engineers and technicians. A team of Safran executives visited Air India's MRO facilities in Mumbai a few months ago to check the airline's capabilities. An Air India executive said labour costs in India were half of those in Europe or the US and that would make a maintenance unit attractive for other airlines. Safran Group is discussing issues related to tax and regulatory framework for MROs with the civil aviation ministry. In India, an 18 per cent goods and services tax is applicable to aircraft maintenance jobs and airport operators charge high royalties on units, making the MRO business in India unattractive. An investment decision will depend on favourable policy decisions, it is learnt. Safran declined comment on the issue of tax structure in India. According to the MRO Association of India, the size of Indian repair and overhaul market is $1-1.2 billion. "More than 90 per cent of business generated by Indian commercial airlines is being carried out overseas by large MRO companies in Singapore, Germany, Turkey, Sri Lanka, and Malaysia," the association said. https://www.business-standard.com/article/companies/france-s-safran-considers-150-mn-aircraft- engine-repair-unit-in-india-119122500852_1.html Back to Top SpaceX reaches parachute testing milestone SANTA FE, N.M. - SpaceX said Dec. 23 that it completed the tenth successful consecutive test of the new parachute design for its Crew Dragon spacecraft, a milestone that NASA previously said was critical before the agency would allow astronauts to fly on the vehicle. The company said in a tweet that the successful test took place Dec. 22, making the tenth consecutive multi-parachute test of the design the company calls Mark 3. That test, the company said, brings it "one step closer to safely launching and landing NASA astronauts." SpaceX moved to the Mark 3 design in the fall after problems with the Mark 2 design, including a failed test in April. "We think the Mark 2 parachutes are safe, but the Mark 3 parachutes are possibly 10 times safer," Elon Musk, founder and chief executive of SpaceX, said at an Oct. 10 event with NASA Administrator Jim Bridenstine at the company's Hawthorne, California, headquarters. "I think that the Mark 3 parachutes, in my opinion, are the best parachutes ever, by a lot." The company started with a series of single-parachute tests, including performing 12 such tests over a week in October. "We've been working through different chute testing. SpaceX guys did 12 chute tests in week as we're working to perfecting the Mark 3 design," Kathy Lueders, manager of NASA's commercial crew program, said at a meeting of the NASA Advisory Council's human exploration and operations committee in late October. Bridenstine said at the October event with Musk that the agency and SpaceX would review the performance of the Mark 3 parachutes after completing 10 tests. "We are committed as a team, SpaceX and NASA, to the Mark 3 parachute, which is superior to the Mark 2," he said. "We need to get with the Mark 3 now consistent, repeatable performance." "Given where we are and the resources being deployed on that particular effort, we talked even today that we could see as many as 10 drop tests between now and the end of the year," he said then. Those tests, he said, would be compared to the earlier Mark 2 parachutes, possibly using earlier Mark 2 tests to qualify the Mark 3 parachutes "as long as we see consistent, repeatable performance." "Depending on how the next 10 drop tests go, we will know how many more drop tests we will need," Bridenstine said. The agency hasn't recently commented on how the parachute tests will feed into decisions about approving those parachutes for use on the Demo-2 crewed test flight of the spacecraft, with NASA astronauts Bob Behnken and Doug Hurley on board. However, Bridenstine tweeted "Great news!" in response to SpaceX's announcement of the latest parachute test. "Absolutely amazing!" responded Hurley. He said he and Behnken "can't thank you all enough for your tireless efforts to get us ready to fly Demo-2." Parachutes have been one of the key issues with development of Crew Dragon, in particular with what's known as "asymmetric loading" of the parachutes. "The problem that Dragon has really enlightened the community and basically forced us to go out and understand what this problem is," said Robert Sinclair, chief engineer with Airborne Systems, which is working on SpaceX's parachutes as well as those for spacecraft like Boeing's CST-100 Starliner and NASA's Orion. Sinclair, in a Dec. 19 interview, said there are many factors that go into how a parachute can inflate asymmetrically, which has made it a challenge for designers. "We've had a number of what we've called 'asymmetry summits' where I've had all the world's experts come to my facility to sit down and discuss this," he said. Work has included instrumenting parachutes with sensors to measure the loading and developing improved models of parachute systems. "That one thing that SpaceX found when they had that problem has enormously helped the entire recovery system community," he said. https://spacenews.com/spacex-reaches-parachute-testing-milestone/ Curt Lewis