April 9, 2020 - No. 026 In This Issue Breaking Travel News investigates: IATA chief de Juniac issues warning over future of aviation General Electric Workers Expand Protests, Now Demand to Make Ventilators Nationwide Aero Supply Chain Key Concern As Covid Crisis Drags On Airbus Adapts Commercial Aircraft Production and Assembly Activities in Northern Germany and Alabama Airbus Adapts Commercial Aircraft Production and Assembly Activities in Northern Germany and Alabama NBAA Debunks U.S. Airspace Closure Rumors DGCA issues air worthiness advisory as aircraft remain grounded due to COVID-19 NASA Develops Unique Materials for the Next Generation of Aircraft. SpaceX, Boeing astronaut spacecraft working towards orbital meet-up in 2020 Breaking Travel News investigates: IATA chief de Juniac issues warning over future of aviation IATA director general Alexandre de Juniac has addressed the global media to raise concerns over the long-term health of the aviation sector. Find his remarks below: The impact of Covid-19 on the air transport industry continues to be devastating. The industry is burning through cash at a dangerous rate. Some $61 billion could disappear from cash reserves in the second quarter alone. Demand is in free-fall. Worldwide it's down 70 per cent compared to last year-90 per cent in Europe. And it could even get worse. There are no words that can adequately describe how deeply this crisis is impacting aviation. If aviation is not functioning, the economic damage goes well beyond the sector itself. Some 65.5 million jobs are linked to aviation. If the planes don't fly, the viability of many of these jobs disappears. Many businesses have been ordered to close or cease operations - airlines, restaurants, tourist attractions, and hotels among them. And if global supply chains are broken, still others in manufacturing or retail will not have anything to make or sell. Governments acting on the guidance of health authorities will determine when the lockdowns and travel restrictions can safely end. When that decision is taken, the air transport sector needs to be ready to deliver the people and goods that are required for many businesses to start operating normally again. Our estimation is that some 25 million people's jobs are at risk until the aviation sector is functioning again. A total of 25 million people is equal to the entire population of Australia. It is equal to the entire labour force of Italy and larger than the workforce of major industrialised nations like Spain or Canada. The scale of the economic impact is enormous. From this, I want to emphasise two conclusions. The first you have already heard me speak about. Governments need to urgently provide financial relief to the airlines. That is to ensure that they can survive as viable businesses that can lead the recovery when we get to that stage. We continue to ask governments for: Direct financial support. Loans, loan guarantees and support for the corporate bond market by the government or central banks. Tax relief. We received some positive news today from Eurocontrol which has deferred the payment of more than €1.1 billion to help airlines maintain liquidity. Throwing airlines lifelines like this at this critical stage will help people far beyond those directly employed in air transport. That is one of the reasons why we believe that governments must make the viability of airlines a priority. Some governments are responding. But we are concerned that relief is not sufficiently available. Speed is of the essence. On average airlines have two months of cash on hand. And many airlines are already into the third week of major shutdowns of their businesses. The second conclusion is that we cannot leave the recovery of the sector to chance. We must have firm and coordinated plans in place so that airlines can re-start operations when governments and public health authorities give us the all clear. And we need to be able to scale-up operations as demand returns. One challenge will be the physical re-start. If airlines have been largely shut down for a few months, restarting is a complicated thing. All the licensed personnel need to be ready to go. But their licenses may have expired, or the airline's safety audit dates may have passed. Airworthiness certificates may no longer be valid. Schedules may need to be coordinated. Aircraft will need some maintenance work. We have never shut down the industry on a global scale before. So, this will be the first time for a re-opening. The second challenge is adapting the industry to post-Covid-19 realities. Having gone through the pain of shutting down economies to fight the virus, governments will not accept the risk of reinfection. We see this in the severe measures that China has introduced to limit international flights. It is more restrictive now than it was at the height of the Covid-19 crisis in China. We are not expecting to re-start the same industry that we closed a few weeks ago. Airlines will still connect the world. And we will do that using a variety of business models. But the industry processes will need to adapt. So, another stream of activity will involve working with governments and health authorities to understand what measures will be needed. A particular focus will be on travel restrictions. States implemented these on a unilateral basis-closing their borders to others. We should aim to have a more managed and predictable approach to how these restrictions are revised to enable governments to re-open their borders. Part of this will surely involve passenger screening. And we don't want to repeat the mistakes made after 9/11 when many new processes were imposed in an uncoordinated way. We ended up with a mess of measure piled on top of measure. And nearly twenty years later we are still trying to sort it out. In this case, we have some, if limited, time to build consensus around how to do this most effectively. Of course, we will need to work with public health authorities to understand their needs and guidance on any necessary screening measures. At the end of the SARS crisis, temperature screening was a key factor in returning the sector to normal. We need to find the equivalent process to take us to when a Covid-19 vaccine is available. The goal we should have is an effective set of standard practices that can be implemented globally as required. A further area of activity is on stimulating markets. With questions over so many things that we take for granted, we have the ability to re-think processes or systems to make them better when the industry starts up again. And, by better I mean more efficient and less costly. A good example could be visas. If we can get governments to use e-visa technology, we could reduce costs and improve efficiency. Making the process easier without compromising on security would pay immediate benefits when people return to travel. The 25 million people whose jobs are at risk as a result of this crisis will depend on an efficient re-start of the industry. IATA will be concentrating its efforts to resolve these issues with governments and other stakeholders. One initial step is a series of virtual meetings-or summits-to which we will invite governments and other stakeholders. The recovery will, for sure, need a strong and coordinated team effort. Among the main objectives of the summits two things are critical: Understanding what is needed to re-open closed borders. Agreeing solutions that can be operationalized and scaled efficiently. The plan is to do this regionally, building towards a global outcome. I don't have specific dates to share yet. But we are targeting to start towards the end of April. Lastly, today is World Health Day. I will close with a salute to the healthcare workers who are working so courageously to fight this pandemic. More Information The International Air Transport Association represents some 290 airlines comprising 82 per cent of global air traffic. https://www.breakingtravelnews.com/focus/article/breaking-travel-news-investigates-iata-chief-de-juniac-warns-over-future-of/ Back to Top General Electric Workers Expand Protests, Now Demand to Make Ventilators Nationwide On Wednesday, workers at General Electric expanded their protests, demanding that their factories be repurposed to create ventilators to fight coronavirus instead of airplane parts. Building on last week's protests at the company's Lynn, Massachusetts aviation facility and Boston headquarters, Wednesday's protests happened outside of four factories in Schenectady, NY, Dallas, TX, Salem, VA, and again at the Lynn facility. Organized by the Industrial Division of the Communications Workers of America (IUE-CWA), the protests share the same demands and tactics as the previous ones. Faced with serious layoffs and factory closures, IUE-CWA members are demanding the company instead convert its workforce and unused manufacturing capacity to "accelerate the production of life-saving ventilators" for coronavirus patients. The workers are also asking for better protections at factories that are still running. GE is laying off 10 percent of its domestic aviation workforce, some 2,600 workers, and temporarily laying off 50 percent of its maintenance workers to save "$500 million to $1 billion." GE says it plans to reject funds from the recently passed coronavirus bailout package that might help prevent such layoffs, including $50 billion in federal assistance and $24 billion in loans and temporary tax relief for the aviation industry, on top of another $17 billion for companies "crucial to national security." "For those that are laid off, I think this is an opportunity to build these ventilators instead of having our workers at home," Carl Kennebrew, president of IUE-CWA, which represents the GE Aviation workers, told Motherboard. "We have the knowledge and the skills to get the work done. I think we could meet whatever demands we're asked about, we just have not been provided the opportunity." GE has entered multiple partnerships with Ford that use the automaker's plants or workers to produce ventilators designed and initially created by GE's Healthcare Division. Additionally, the union is calling for enhanced safety measures at GE facilities as the pandemic worsens. Among the union's demands are: installing proper equipment for taking temperatures of every person entering a GE facility, discussions with health and safety experts to design safety protocols during the pandemic, hazard pay, personal protective equipment, allowing at-risk employees (those with pre-existing conditions, live with an immuno-comprised individual, live with a symptomatic individual, etc.) to self-isolate and collect paid leave, disability benefits, or unemployment benefits through the CARES Act. Walkter Bradford, president of Local 86788 in Dallas, TX, said GE wasn't taking seriously the threat Covid-19 posed to workers and their families. "We don't have hand sanitizer to clean our hands or Lysol wipes to clean surfaces. We're cleaning things with Clorox solution, where you take the powder and mix it up, but I don't think that's the proper way of cleaning," Bradford added. "I don't think they understand covid-19 at all." GE facilities, including the Lynn, MA facility where one protest is taking place, already have confirmed coronavirus cases, but there's concern outbreaks could happen on factory floors where space is cramped. "They have not done everything-preventative measures wise-that they could. It's different what they're doing at each facility and that's part of the argument is that there's no consistency across the board as far as the safety precautions," said Kennebrew. "It's pretty evident in every facility that workers are not able to practice the six-foot distancing. As you know, factory work keeps most workers very close-knit together and so they have not been able to practice the six-foot distance in some cases. In other cases, workers are having to share tools and equipment, it just varies from location to location." When asked if he thought GE would respond positively to the workers' demands, Kennebrew was confident: "Workers are leading in this moment, as they always have. Whether it's been a war, a pandemic, a crisis, whatever it's been, American workers have always been part of the solution to the crisis at hand and they want to do that again," he said. "Our members across our union are out there on the frontlines going to work in factories, hospitals, optical, social work, maintenance, military aircraft, they're on the front line. They continue to work to keep our country running, as they always have, and they deserve to be safe while they do that work." GE did not respond to a request for comment for this article, but after last week's protests, it told Motherboard it is "working around the clock to increase the production of much-needed medical equipment. GE Healthcare has already doubled ventilator production capacity, with a plan to double it again by June, in addition to partnering with Ford Motor Company to further increase ventilator production." Update: In a statement to Motherboard, a GE spokesperson said: "GE's number one priority is the health and safety of our employees, and in line with the CDC, we have taken a number of preventive and protective measures to help protect our employees. We have implemented additional, COVID-related paid leave policies and continue to work with individual employees who may have unique risk factors or situations. "Our Lynn facility is considered essential by Homeland Security because our work provides mission-critical equipment to the U.S. military, as our other sites are similarly focused on providing power and much-needed medical equipment. GE's healthcare business has already doubled ventilator production and continues to explore additional opportunities to support the fight against COVID-19, prioritizing fast, efficient options to meet this immediate need." https://www.vice.com/en_us/article/7kzy8z/general-electric-workers-expand-protests-now-demand-to-make-ventilators-nationwide Back to Top Aero Supply Chain Key Concern As Covid Crisis Drags On While measures were implemented early on that have enabled aircraft manufacturing to continue during the Covid-19 crisis, supply chain issues are growing and might play a significant role in the speed of recovery once the pandemic eases, warned General Aviation Manufacturers Association president and CEO Pete Bunce. Speaking during an AIN-hosted webinar on Tuesday, Bunce said a decision by the Department of Homeland security to recognize aircraft manufacturing and maintenance essential activity has helped companies continue to operate and added that the industry has been able "to do the best we could with the circumstances that have evolved." While some manufacturers have disrupted production lines, many companies have had to adjust workflows and shift schedules, as well as implement other measures, to ensure the health and safety of their workforces. But as the crisis has continued, a number of smaller suppliers have had to halt operations in the face of positive Covid-19 tests or regional restrictions. This has become particularly important because, with the efficiency of transportation and delivery models, OEMs have over time increasingly turned to a just-in-time parts model rather than maintain large warehouses with components, Bunce said. This has made the manufacturers particularly dependent on suppliers, he said, adding it is an issue globally. "The supply chain becomes very critical to what the course will be as we go through the rest of the year." As manufacturers grapple with supply chain issues, they have turned to other work to assist in Covid relief efforts, including switching lines and retooling to produce personal protective gear and other medical equipment, Bunce noted. Bunce could not speak to what ultimately it means for delivery schedules, deferring to the manufacturers themselves. "If a factory has closed down, obviously it will have an impact" with a ripple effect. But OEMs are still making deliveries, he said, adding some customers have asked for an acceleration of their scheduled delivery. Bunce praised the efforts of FAA and European Union Aviation Safety Agency regulators in playing a role to ensure the system continues to operate. "They have accepted routine calls, meetings and bent over backward to make accommodations to be able to keep their oversight function working," he said, citing as examples working virtually, using videoconferencing, and accepting documentation digitally rather than requiring on-site inspections. "Without that cooperation, things would be totally shuttered. The regulators have done a great job." During Tuesday's AIN webinar, European Business Aviation Association secretary-general Athar Husain Khan agreed that the regulators have been responsive to industry, noting the agreement to defer air traffic control charges at a cost of €1.1 billion over the next couple of months. European regulators have been particularly focused on preparing for a return to service, Khan added, noting EASA has invited EBAA and other stakeholders to collaborate on that eventuality. Regulators further have provided extensions for licensing and airworthiness certificates to facilitate this, and EBAA on Tuesday participated in a call with the European Commission to discuss how regulators and industry can maximize recovery. "There is quite a lot going on," he said, adding he has seen an appreciation for business aviation. This is key because EBAA has urged regulators and politicians to fully coordinate with industry and "more importantly, to ensure that there is basic operational continuity for business aviation operators, services providers, manufacturers, and others in the supply chain." This is critical to maintaining essential operations such as medical flights, as well as cargo and repatriation efforts, among others. Measures must ensure that business aviation can resume normal activities as soon as possible, he added, because with its agility and adaptability, "business aviation is one of the key elements of recovery of economic activity of society. I'm reasonability enthusiastic and optimistic that this is appreciated at the regulatory level." However, in the short term, the industry has been severely impacted, he said, pointing to a 72 percent decrease in operations in the last week in March in Europe. "The 374,000 people who work in the European business aviation sector to date face very uncertain and unclear times." He noted an EBAA survey of its members that revealed that one-third of the European operators have halted operations altogether. Financial losses, meanwhile, are estimated to range anywhere between 50 percent and 90 percent and as many as half the companies have had to put staff on leave, he said. The three most pressing financial issues that have surfaced are staffing, fixed location costs, and taxes, Khan said, and added liquidity and cash flow have become causes of serious concern. "We're working to alleviate the crisis as much as we can," he said, pointing to the launch of EBAA's Covid-19 resource page and its open letter sent jointly with GAMA to European institutions outlining a plan of action to protect the continuity and survival of the industry. https://www.ainonline.com/aviation-news/business-aviation/2020-04-07/aero-supply-chain-key-concern-covid-crisis-drags Back to Top Airbus Adapts Commercial Aircraft Production and Assembly Activities in Northern Germany and Alabama Sites in COVID-19 Environment Airbus is temporarily adapting commercial aircraft production and assembly activity at its German sites in Bremen and Stade and pausing production at its A220/A320 manufacturing facility in Mobile, Alabama in the United States. These actions are being taken in response to several factors related to the ongoing COVID-19 pandemic including high inventory levels in the sites and the various government recommendations and requirements which impact at different stages of the overall industrial production flow. Airbus remains committed to meeting customer demand. Commercial Aircraft production and assembly activities in Bremen will be paused from Apr. 6 until Apr. 27 inclusive, with key business support services continuing on the site. Airbus in Stade will pause production and assembly from Apr. 5-11 inclusive, with some additional pause days in the weeks that follow in selected production departments. Key business support services will also remain active on the site. In Mobile, the pause in production begins this week and is expected to last until Apr. 29. Certain activities will continue on site, including building and installation maintenance, aircraft maintenance, some critical product safety and customer driven operations, receipt and control of materials and components, critical administrative support and preparation of activity restart. All ongoing work in Bremen and Stade in Germany and Mobile, Alabama U.S. will be done in adherence to the required hygiene measures and social distancing. Airbus is supporting efforts globally to tackle the COVID-19 crisis and has carried out extensive work in coordination with social partners to ensure the health and safety of its employees. This has been achieved by implementing stringent health and safety measures, while securing business continuity across the company. During the past two weeks, Airbus paused production and assembly work in France and Spain for four days to implement the necessary stringent health and safety measures. Production and assembly in France has resumed gradually since 23 March. Commercial aircraft wing production operations in the UK and commercial aircraft production activities in Spain and Canada have been temporarily paused reflecting stock levels and latest government restrictions. Airbus continues to closely monitor and respond to the changing environment to maintain business continuity across its global industrial stream. https://www.aviationpros.com/aircraft/commercial-airline/press-release/21132965/airbus-group-airbus-adapts-commercial-aircraft-production-and-assembly-activities-in-northern-germany-and-alabama-sites-in-covid19-environment Back to Top How Coronavirus Could Kickstart MRO Automation One of many vulnerabilities exposed by the corona-crisis has been the fragility of globalized supply chains and the 'just-in-time' business model. For while this cuts down inventory costs and promotes efficiency, to function effectively disparate organizations and infrastructure must interact with clockwork precision. However, the gears may grind more frequently in the future if governments become more accustomed to imposing partial lockdowns and travel bans - so industry will have to adapt. Solutions may include shorter, more localized supply lines and a return to larger inventories - trends that may occur in aviation, too. The aircraft maintenance market will then need to find efficiencies in different areas, not least because they will probably find themselves competing for a smaller group of customers after the crisis. One result of this may be to boost automation in a sector where its adoption has been slow. Consultancy Roland Berger estimates that within the next decade the share of work performed by robots in aerostructures manufacturing will roughly double from its present level of 30%. Before the crisis, however, Roland Berger partner Holger Lipowsky was less optimistic about the prospects for automation within MRO, which he thought would still be majority reliant on touch labor in 2030. Now, though, MRO providers may have to challenge that prediction if they are to carve a profitable future. For example, one way to address supply chain issues could be to push their capabilities in 3D printing, which at present is used for little more than prototyping and minor cabin parts. Faster digitization would reap even bigger gains, both to provide better supply chain visibility and because it tends to drive down the scale at which automation makes sense. https://aviationweek.com/mro/how-coronavirus-could-kickstart-mro-automation Back to Top NBAA Debunks U.S. Airspace Closure Rumors A rumor about an imminent U.S. airspace shutdown promulgated by an aviation blogger earlier this week has been debunked by NBAA. "After receiving several inquiries to determine if the FAA is considering closing all domestic airspace, we reconfirmed that the FAA is NOT considering closing airspace," NBAA director of flight operations and regulations Brian Koester told members via NBAA Air Mail yesterday. He did explain that the FAA's air traffic organization has temporarily closed towers and other facilities for Covid-19 related cleaning. "However, once cleaning is complete, these facilities continue to reopen. ATC has been strategic in their mitigations," Koester added. Meanwhile, he said NBAA continues discussions with the FAA's Flight Standards Division about providing immediate regulatory relief for general operators, meaning those operating under Parts 91, 91K, and 125. The FAA has made several exemptions for Part 135 operators and pilots flying for these outfits, but none yet for noncommercial operators. NBAA is seeking relief for general aviation pilot currency, CFI renewals, and extensions for aircraft maintenance and continuing airworthiness requirements, among others. "FAA responded that they have a multifaceted team working nights and weekends to develop a regulatory solution for operators facing impending (or past) deadlines," Koester wrote. https://www.ainonline.com/aviation-news/business-aviation/2020-04-09/nbaa-debunks-us-airspace-closure-rumors Back to Top DGCA issues air worthiness advisory as aircraft remain grounded due to COVID-19 The Directorate General of Civil Aviation (DGCA) has issued an air worthiness advisory to airlines in order to maintain aircraft while they are grounded due to the outbreak of novel coronavirus. The regulator has issued guidelines on storage of aircraft and their return to service at a time when over 650 planes of the country remain grounded amid a nationwide lockdown. Domestic flights were banned from March 25 and international flights were suspended since March 23, causing an unprecedented crisis to one of the fastest growing aviation market of the world. There are three kinds of storage of an aircraft, short-term, intermediate term and long term. When an aircraft is taken out of active operations for a period of less than 60 days or 2 months, it is called short-term storage. Intermediate storage is an aircraft taken out of service for more than 60 but less than 120 days and storage for 120 days or beyond is long-term. DGCA has said the airline should form an aircraft storage program based on the recommendation of the manufacturer of the aircraft and its engine. The storage plan will be an integral part of Aircraft maintenance program or AMP. These storage programs along with documented procedures shall be submitted to the regional air worthiness offices for approval. While it is a common practice to remove parts from aircraft that are in storage, the airline will have the responsibility to ensure that all parts used on type-ceritificated products are acceptable for installation, DGCA has said. The airline must also consider the location where the aircraft will be stored and the need for repetitive inspection to ensure preservation of airframe, engines, electrical parts and operational checks. Before an aircraft returns to service, inspections and other operational checks have to be conducted depending on the period of time an aircraft was in storage and the environment to which it was exposed. It also has to be disinfected prior to return to service. "Conduct any operational check flights or test flights prior to return to service as considered appropriate," the regulator has said. The regulator's regional and sub-regional offices will also carry out planned and unplanned surveillance inspection to ensure proper compliance of the procedure as part of Aircraft Maintenance Program. On April 8, union aviation minister Hardeep Singh Puri said that restrictions on domestic and international flights will be lifted once coronavirus is contained and does not pose any threat to flyers. As of April 9, India has reported a total of 5,865 positive cases of COVID-19. https://www.cnbctv18.com/aviation/dgca-issues-air-worthiness-advisory-as-aircraft-remain-grounded-due-to-covid-19-5660001.htm Back to Top NASA Develops Unique Materials for the Next Generation of Aircraft As NASA looks to the future of flight, the agency is investing in technologies aimed at changing the aviation industry as we know it. These developments vary from basic materials to full-scale experimental aircraft, all designed to increase efficiency and reliability, while decreasing weight and cost. NASA engineers are developing innovative new materials that can be used to manufacture better parts for aircraft engines and related systems. One of these materials is Silicon Carbide (SiC) Fiber-Reinforced SiC Ceramic Matrix Composites (SiC/SiC CMCs). This lightweight and reusable fiber material is ideal for high-performance machinery, like aircraft engines, operating for extended periods of time in punishing conditions. SiC fibers can withstand up to 2,700 degrees Fahrenheit and are strong enough to last months, or even years, between maintenance cycles. NASA's Glenn Research Center in Cleveland is known for its materials research and development capabilities, and it is currently working to bring this SiC fiber material to the commercial aviation market. "Glenn's materials research is pushing boundaries - creating materials that can withstand intense environments like what is found in advanced gas turbine engines while reducing the weight of these materials," said Amy Hiltabidel, technology licensing manager at Glenn. "These developments create unique market opportunities, especially for those seeking robust, lightweight structures that can be manufactured using SiC/SiC CMCs." Engineers and researchers at Glenn developed a state-of-the-art process for reinforcing the SiC fibers. This technique improves performance and makes the fibers tougher. It also gives engineers expanded design flexibility because the fibers can be shaped for specific applications. These enhancements can be applied to single fibers, multi-fibers or even preform molds without any loss in durability. "Novel materials such as SiC/SiC CMCs have to be manufacturable and, ultimately, usable in order to find utility in industry," said Hiltabidel. "Our materials researchers understand this and employ conventional manufacturing techniques when designing new materials making transition to industry easier." After extensive process improvement and testing, NASA opened SiC fibers up for licensing through its Technology Transfer program. When a company licenses with NASA, the relationship extends far beyond the agency's brand recognition, it provides U.S. industry with a vast network of subject matter experts, testing facilities and other partners. "That NASA technology caught my eye and it was a no-brainer," said Andrei Evulet, chief technology officer at Jetoptera, an unmanned aerial system (UAS) startup based in Seattle. "I was curious about various enabling technologies that we would rather license than develop ourselves, and frankly CMCs are something that are really capital-intensive." Jetoptera is looking to create a UAS that can augment commerce, deliver humanitarian aid, advance agricultural maintenance systems, replace manned medevacs and more. "In general, CMCs make parts lighter and allow higher firing temperature, which increases the life expectancy of parts," said Evulet. "I saw the potential of CMCs, and it's just tremendous. It's changing the game. I did a web search and found a list of the NASA technologies, then I started searching. When I found it, I thought, wow! This is available for licensing? That's amazing." Application of this SiC fiber technology extends far beyond aeronautics; it can also be used in land-based gas turbine engines, furnaces and heat exchangers, thermal/fire protection systems, rocket nozzles and even nuclear reactors. To find out more about how to license NASA technology, including Glenn inventions, and the available technologies to license, visit the NASA Technology Transfer website. https://www.nasa.gov/feature/glenn/2020/nasa-develops-unique-materials-for-the-next-generation-of-aircraft Back to Top SpaceX, Boeing astronaut spacecraft working towards orbital meet-up in 2020 According to Boeing's new Starliner testing plan, the spacecraft could potentially meet SpaceX's own Crew Dragon astronaut spacecraft in orbit at the International Space Station (ISS) later this year. Following Starliner's near-catastrophic December 2019 orbital flight test (OFT), Boeing and NASA have finally announced that - at a minimum - a second uncrewed flight test will have to be completed before the company will be allowed to launch astronauts. According to the Washington Post, Starliner's return to flight is expected to occur no earlier than October or November 2020, 10 or 11 months after it suffered several major software failures during its first spaceflight. While delays to that flight schedule are incredibly likely, it does mean that there's a chance that SpaceX's second crewed Crew Dragon launch could coincide with Starliner's second orbital mission - a first for the two NASA Commercial Crew Program (CCP) providers. Just one week before NASA and Boeing revealed plans to refly Starliner's uncrewed flight test, NASA announced that SpaceX's first operational Crew Dragon launch now has a full four astronauts assigned to it. Scheduled to launch no earlier than Q4 2020, the spacecraft will carry three NASA astronauts and one Japanese (JAXA) astronaut to the ISS, remaining in orbit for at least six months before returning its crew back to Earth. Now, there's a chance that SpaceX's first operational Crew Dragon will be joined in orbit by Boeing's Starliner spacecraft sometime soon after arriving on station. As previously discussed on Teslarati, Boeing's Starliner OFT suffered several near-catastrophic close calls in the few days it spent in space, all of which appear to have egregiously shoddy and unqualified software to blame. "Starliner launched atop a ULA Atlas V rocket on its orbital launch debut (OFT) on December 20th, 2019. Atlas V performed flawlessly but immediately after Starliner separated from the rocket, things went very wrong. Bad software ultimately caused the spacecraft to perform thousands of uncommanded maneuvering thruster burns, depleting a majority of its propellant before Boeing was able to intervene. Starliner managed to place itself in low Earth orbit (LEO), but by then it had nowhere near enough propellant left to rendezvous and dock with the ISS - one of the most crucial purposes of the flight test. Unable to complete that part of the mission, Boeing instead did a few small tests over the course of 48 hours in orbit before commanding the spacecraft's reentry and landing on December 22nd. The Starliner spacecraft also reportedly almost suffered a second major software failure just hours before reentry. According to NASA and Boeing comments in a press conference held only after news of that second failure broke, a second Starliner software bug - caught only because the first failure forced Boeing to double-check its code - could have had far more catastrophic consequences. NASA stated that had the second bug not been caught, some of Starliner's thruster valves would have been frozen, either entirely preventing or severely hampering the spacecraft's detached trunk from properly maneuvering in orbit. Apparently, that service module (carrying fuel, abort engines, a solar array, and more) could have crashed into the crew module shortly after detaching." Teslarati.com - February 11th, 2020 The only sane response was obviously for NASA to require Boeing to successfully complete a second Orbital Flight Test (OFT), a necessary decision the space agency and card-holder was bizarrely hesitant to acknowledge. Now, almost four months after Starliner was nearly lost on its first orbital flight test, NASA and Boeing have finally stated the obvious and confirmed that a second OFT will be required before astronauts can fly on Starliner. Even then, if things go wrong during OFT2 or Boeing completes the mission but still fails to rectify all faults identified by a joint failure investigation, NASA may still delay the spacecraft's astronaut launch debut. SpaceX has undeniably had its own stumbles while developing Crew Dragon, most notably when the first successfully flight-proven spacecraft violently exploded moments before a static fire test in April 2019. SpaceX was able to rectify the responsible design flaws and successfully complete an identical static fire test less than seven months later, followed by a second successful launch less than three months after that. Based on WaPo's indication that Starliner's second OFT is scheduled for Q4 2020, Boeing is now anywhere from 12-18 months behind SpaceX with its efforts to launch NASA astronauts to and from the space station. SpaceX successfully completed Crew Dragon's OFT equivalent in March 2019. Regardless, if Crew Dragon performs flawlessly during its Demo-2 astronaut launch debut - scheduled no earlier than mid-to-late May - and Boeing's Starliner OFT2 mission launches on time in Q4 2020, there is a great chance that both spacecraft will be simultaneously docked to the space station. Better circumstances would be unequivocally preferable but it will still mark an important symbolic milestone for NASA's Commercial Crew Program (CCP) and assured access to the ISS. https://www.teslarati.com/spacex-boeing-crew-dragon-starliner-orbital-meet-up/ Curt Lewis