April 27, 2020 - No. 030 In This Issue Keeping airBaltic Parked Planes in Flying Shape Can the global aviation industry weather the coronavirus storm? The U.S. Air Force Is Building a Virtual B-1 Bomber. COMFRC awards $6 billion KRACEn contract VIH Aviation to be Sikorsky S-92A+ launch customer UV-C Light System Eliminates Covid-19 from Aircraft Cabins Embraer says Boeing wrongly terminated partnership agreement Equator Aircraft developing all-electric seaplane family Administrator Says Virgin Australia Owes Over $6 Billion SpaceX's SN4 Starship prototype passes key pressure test Keeping airBaltic Parked Planes in Flying Shape Currently most of airBaltic's Airbus A220-300 aircraft are parked wing by wing at Riga International Airport, waiting for the moment they can take off above the clouds again. Only some of them continue operating special flights to bring home the inhabitants of the Baltic States and transport face masks and respirators for medical needs. Meanwhile the technical department continues working around the clock to fully service the aircraft and keep airBaltic fleet in tip-top flying shape to bring full network back online as soon as it's safe to do so. After the reopening of passenger air traffic, all airBaltic flights will be operated with the new Airbus A220-300 aircraft - 22 in total. The Airbus A220-300 offers an excellent flying experience with such benefits for passengers as wider seats, larger windows, more hand luggage space in the cabin, improved lavatories and much more. Safe parking is crucial This is the first-time modern aviation is experiencing such a massive fleet grounding, creating a huge challenge also for the airBaltic's technical team. They need to make sure the aircraft are in airworthy condition all the time. Parking the aircraft for many weeks is not exactly the same as putting a car in a garage - technical staff has to carefully prepare each aircraft for long term parking and continue performing regular maintenance tasks. All maintenance tasks on each aircraft type are performed in accordance with manufacturers recommendations and instructions. At least once a week during downtime our technical staff checks the condition of avionics, hydraulic, pneumatic and other systems of each aircraft. Additional tasks include the installation of protective covers and plugs on the inlet cowl and exhaust of engines, air conditioning systems, pitot tubes (air data smart probes) and auxiliary power unit. This has to be done to prevent the presence of birds and the accumulation of dust and debris in the various open parts of the aircraft. Several aircraft parts have to be protected against moisture, but the interior - from the sun. The aircraft should be deenergised and disconnected from the electrical power supply. Just like people need physical activities, also aircraft have to be moved during long term parking. Maintenance technicians regularly move the aircraft forward and backward and make sure that all the wheels make at least five full rotations. They also need to check if the wheels are taking on an oval shape. Disinfections for safe operations In order to eliminate the risk of infection transmission amongst passengers and the crew, since March all airBaltic aircraft are disinfected after arrival in Riga airport. Commonly used surfaces such as armrests, backrests, meal tray tables, seatbelt latches, air and light gaspers, cabin crew call buttons and overhead bin handles, toilet seats, faucets and washbasins are cleaned with extra caution. To protect our staff during the special repatriation flights, cabin crew and cleaning personnel are wearing full personnel protection equipment, which includes gloves, face masks, protective clothing and goggles. Full scope of aircraft maintenance Besides the daily routine checks, which are called line maintenance, our technical department also performs the base maintenance of aircraft or the so-called heavy maintenance. airBaltic obtained a Line maintenance and Base maintenance certificate earlier this year and became the first airline entitled to provide a full scope of maintenance for Airbus A220-300 aircraft type. Heavy maintenance is a part of the aircraft maintenance program that has to be performed on all aircraft after a certain time of usage. The first heavy maintenance check is C-check. For Airbus A220-300, the manufacturer has defined that a C-check has to be performed every 8 500 flight hours. During this check our maintenance team removes all the seats, wardrobes and galleys to replace carpets, cleans and fixes sidewalls, and checks and repairs overhead bins. All engine components are checked for any obvious defects to make sure they work solidly and without any deviations. Wing systems and all other systems under wing to body fairing are checked and fixed, if required. It takes about 21 days to perform a C-check on one aircraft. So far airBaltic technical team has performed the base maintenance for 10 Airbus A220-300 aircraft. Our facilities at Riga airport allow performing heavy maintenance for three aircraft at the same time. 5 interesting facts about airBaltic's aircraft technical staff 1. airBaltic employs more than 100 aircraft mechanics and technicians, who work in shifts to make sure that every airplane is properly serviced and safe to fly. Even so, they have to be ready to work on call 24/7, including on weekends and holidays. 2. There are four categories of technical staff. The first are uncertified mechanics, who must always work under the supervision of certified staff. The second are certified A and B1 category technicians, who work on their own and are responsible for the engines and mechanical parts of an aircraft. The third are certified B2 category technicians, who also work on their own and take care of avionics such as the electrical power, navigation, communication and autopilot systems. The fourth are certified C category technicians, who are responsible for aircraft maintenance during base visits. 3. Technical staff usually work outside on the apron while carrying out line maintenance tasks and in a hangar when working on base maintenance tasks. That means they have to be prepared to conduct their duties not only in a heated hangar but in all weather conditions, including strong winds, battering snowstorms, bitter cold and heavy rain. 4. Teamwork is one of the most important elements of the job. It involves not only technicians and mechanics, but also pilots, engineers and employees from other departments. Sharing your experience and the problems and solutions that occur during a shift is a must in order to be on top of the latest developments with the planes that you service. 5. A sense of responsibility is crucial. There is no room for the smallest margin of error in this job, so you have to be extremely motivated. You have to be precise in your work and highly qualified in order to do everything right. https://www.aviationpros.com/aircraft/maintenance-providers/press-release/21135778/airbaltic-keeping-airbaltic-parked-planes-in-flying-shape Back to Top Can the global aviation industry weather the coronavirus storm? The aviation industry has been reeling from the impact of global travel bans in the wake of the coronavirus pandemic. As people are forced to stay home, either due to lockdown or self-imposed isolation, transportation and tourism have been among the hardest hit sectors. Most airlines are either fully grounded, or operating at very limited capacity. Many are still paying leases or rentals, and some are operating 'ghost flights' to hold their flight slots. If travel restrictions continue, the International Air Traffic Association (IATA) estimates that industry passenger revenues could plummet $252 billion - 44% below 2019's figure. Some governments, like the UAE, have already stepped forward to ease the financial burden of their national carriers. Sheikh Hamdan bin Mohammed Al Maktoum, the Crown Prince of Dubai, said that the UAE Government plans to inject new equity into Emirates Airlines during this critical period. Globally, the US Senate also voted to give the country's aviation industry USD 58 billion in a coronavirus-rescue package, including grants to cover some 750,000 employees' paychecks. Virgin Australia has sought a USD 862 million rescue package from the Australian government to enable it to survive the collapse in passenger demand. Large carriers are expected to have better access to financing during the crisis, and those that support the e-commerce growth sector during these times may create additional cargo revenue. Airlines may also consider secured financing on their aircraft fleets. However, fleets may become de-valued or, at a minimum, challenged by current and future lenders. The cycles (take-off and landing) and hours flown that drive regulatory maintenance compliance will determine the extent that maintenance costs can be deferred. A more mindful era of air travel With so much uncertainty on the horizon, how and when will the transportation industry recover? Businesses will have no choice but to be more cautious about spending. The aviation sector especially could see reduced expansion and increased consolidation. It could be a fight for survival for some carriers, but the subsidies and support offered by governments will hopefully help reduce the impact. While nobody can predict when people's lives and businesses will return to normal, a reduction in leisure travel may be expected, as people choose to stay home for their own safety over the coming months. With constrained budgets, families will certainly re-evaluate their annual vacations - at least for the foreseeable future. Exchange rates may also impact people and businesses in certain countries as the US dollar strengthens, making it less affordable for people to travel. Airlines could be forced to reduce ticket prices as a result, which might impact their overall business. As working from home becomes the norm, companies could re-evaluate business travel and curtail unnecessary spending involving travel for business meetings, events, corporate events and incentive trips. Business will eventually return to a new normal - but not before a complete re-assessment of operations. In particular, Middle Eastern carriers have tended to have ambitious expansion strategies, seeking to attract people to fly via their hubs on routes between East and West. Furthermore, growing tourism in domestic markets (including Dubai and more recently, Saudi Arabia) meant that airlines were expecting a period of strong demand. This may be reviewed in light of the current risks. A glimmer of hope Given that around 25% of costs for any airline are represented by fuel, the prediction that oil prices could plunge below $20 a barrel this quarter could bring some respite for carriers. But this is only a small part of the solution. According to IATA's Director General and CEO, Alexandre de Juniac, airlines need $200 billion in liquidity support to simply make it through. On the other hand, a low oil price may impact the budget of Middle Eastern governments, causing a ripple effect in the local economics. Government support through short-term loans, grants and tax relief is no doubt a welcome intervention. However, should the disruption be prolonged, there will be significant knock-on effects throughout the broader aviation industry, including airport operators, airframe and engine manufacturers and the entire aerospace supply chain. Governments may also have to manage their resources - the billions they are offering in subsidies could result in fiscal tightening or higher tax rates in the future. More coordinated support could be required in the coming months to aid strained economies. The aviation industry will play a strategic role in the global recovery, with consolidation through mergers and acquisitions (or equity positions in publicly traded airlines). At the moment, however, airlines will have to focus on managing costs, whether through voluntary leaves of absence, reassigning staff wherever possible, deferring aircraft maintenance and deliveries, ceasing capital expenditure, grounding high operating cost aircraft, returning leased aircraft early, or cancelling materials purchase orders to reduce operating costs as quickly as possible to preserve liquidity. Some of these measures could help the industry tide over challenges in the coming months. https://www.arabianbusiness.com/comment/445663-can-the-global-aviation-industry-weather-the-storm Back to Top The U.S. Air Force Is Building a Virtual B-1 Bomber he U.S. Air Force is building a virtual B-1 bomber. The service hopes that a digital model of the hardworking, swing-wing warplane can help it to maintain the scores of B-1s it plans to keep in service into the 2030s. The Air Force Life-Cycle Management Center Division at Wright-Patterson Air Force Base on April 23, 2020 announced it was working with Wichita State University's National Institute of Aviation Research to disassemble, scan and rebuild in a virtual environment a 35-year-old B-1. The resulting 3D model could help Air Force and Wichita State researchers "to study the effects of flight operations on aircraft structures." "Through the scanning process, we will discover all the places that saw structural failure or damage," Air Force lieutenant colonel Joseph Lay, the B-1 program manager, said in a statement. "It will create a living medical record for the B-1," Lay said. "Then we will be able to apply data from aircraft in the field to help us predict areas that are more likely to have structural issues," Lay said. "This living virtual model of the B-1's structure will be superimposed with layers of maintenance data, test/inspection results and analysis tools, which can be integrated over the aircraft's life cycle." https://nationalinterest.org/blog/buzz/us-air-force-building-virtual-b-1-bomber-148416 Back to Top COMFRC awards $6 billion KRACEn contract Commander, Fleet Readiness Center (COMFRC) awarded a 10-year, $6.1 billion, enterprise contract vehicle to 42 small business industry partners on April 14, enabling U.S. Navy, government customers and international partners to procure aircraft maintenance services and sustainment support quicker. Awarded 16 days ahead of schedule, the Kits, Recovery, Augmentation, Components and Engines-commonly called KRACEn-is an indefinite-delivery, indefinite-quantity (IDIQ) multi-award contract (MAC) that will provide maintenance services and support for single satellite sites, small aircraft quantities, personnel to augment government maintenance teams, and overhaul capabilities for aircraft components and subsystems.This is COMFRC's first, multi-billion contract award. "The COMFRC Acquisition and Procurement Groups are building a comprehensive portfolio of enterprise contract vehicles that will allow the Navy to contract for its sustainment needs expeditiously while delivering improved outcomes," COMFRC Executive Director Roy Harris said. "KRACEn is a direct result of the COMFRC workforce evaluating and adapting new approaches to support programs and critical Fleet requirements." The MAC's scope of work, which is set aside for small-businesses, includes modification kit build and installations, recovery of downed aircraft, repair and overhaul of aircraft and components, repair and overhaul of engines, and augmentation labor supplement for maintenance where contractor custody of the aircraft is not required at both ashore and afloat sites. The nature of the work covered by KRACEn-simple platform, organizational-level Contractor Logistic Services (CLS) requirements involving few aircraft, elemental or off-aircraft tasks-is well-suited for small businesses, according to COMFRC Acquisition Group, CLS Division Lead Chris Giggey. The CLS Division, formally known as the Fast Acquisition Solutions to Enable Readiness (FASTER) team, was charted by Naval Air Systems Command in 2018 to improve acquisition speed and quality of services by developing expertise in CLS contracting. "Before KRACEn, program offices were responsible for the entire acquisition process for every CLS contract needed. Now expert teams take care of the acquisition documentation while assisting customers with requirements and supporting the selection of the "best value" proposals using fair opportunity procedures," he explained. Additionally, customers no longer have to compete each service or item separately for their communities, but instead will announce their requirement for proposal to a pool of 42 approved small business contractors. "Awardees have been pre-screened as capable," according to Giggey. "This reduces our customers' administrative burdens, allows them to redirect resources and supports quicker decision-making." Most KRACEn task orders are expected to be less than $10 million. The first task order to be awarded is in response to Deputy Commandant for Aviation (DCA) Lt. Gen. Steven Rudder request for Marine Corps F/A-18 maintenance augmentation support. With an anticipated May award, it will provide skilled augmentation labor to support and maintain Marine Aviation Logistics Squadron 31 F/A-18 Hornets at Marine Corps Air Station Beaufort, South Carolina. The International Sustainment Department is also interested in using the contract. "The KRACEn MAC will provide additional maintenance, repair and overhaul capability and capacity for NAVAIR's growing International Programs portfolio, reducing the burden on the Fleet Readiness Centers," International Sustainment Department Director Ron Weinberger said. "It is a partnership opportunity that demonstrates what is possible across Naval Aviation when stakeholders focus on a common goal." KRACEn is the second contract in COMFRC toolbox for Commercial Maintenance and Modification services. It is complementary to the Contracted Maintenance, Modification, Aircrew, and Related Service (CMMARS) MAC that serves as the primary vehicle for maintenance and modification of military and commercial aviation platforms including fixed-wing, rotary-wing, unmanned aerial vehicles and lighter than air vehicles as well as their related systems and weapon systems. The contract, awarded to 20 industry partners in January 2019, has an execution period of 11 years which encompasses two five-year ordering periods, including both base and option periods. It has already met emerging readiness needs for its biggest user, Naval Undergraduate Flight Training System (PMA-273), the Tactical Airlift Program Office (PMA-207) and the U.S. Air Force. Harris said both CMMARS and KRACEn are key to establishing COMFRC as a "one-stop-shop" for commercial maintenance and modification requirements. "They are a crucial addition to our traditional organic capabilities, providing us with the means to tap into the expertise of both major and small business industry partners," he said. "This level of comprehensive coverage, made possible by the collaborative efforts of all stakeholders, is a prerequisite to speed and agility to the Fleet." https://www.southernmarylandchronicle.com/2020/04/26/comfrc-awards-6-billion-kracen-contract/ Back to Top VIH Aviation to be Sikorsky S-92A+ launch customer VIH Aviation Group has been named the launch customer for Sikorsky's S-92A+ upgrade kit. The kit features an enhanced main gearbox, but VIH's upgrade will not include the OEM's Matrix autonomous technology, which had been one of the most eye-catching elements of the kit when it was announced by Sikorsky just over a year ago. Four S-92A+ kits have been ordered by VIH for its subsidiary Cougar Helicopters, based in St. John's, Newfoundland, which flies the S-92 for transport to offshore oil rigs and platforms and search-and-rescue (SAR) operations. Cougar is due to receive the first of the kits in 2023. "VIH Aviation Group Ltd. is pleased to be the lead customer for the Sikorsky S-92A+ kit," said Ken Norie, president and owner of VIH Aviation Group Ltd. "This kit will improve our S-92 fleet's performance and capacity." Sikorsky commercial systems and services vice president Audrey Brady said the upgrade program demonstrates the company's commitment to its commercial business. "This program will enhance safety and lower operating costs, and we are honored to work with VIH as our launch customer for this program," she said. The Phase IV main gearbox included as part of the kits has demonstrated extensive run-dry capability, exceeding CFR 29.927(c) requirements to provide a return-to-base capability of more than 400 nautical miles. In testing at Sikorsky's facility, the aluminum gearbox ran 14 cycles of simulated takeoffs, cruise flights, hovers, and landings over 7.5 hours without primary lube oil. The gearbox was still running properly at this stage, said Brady, but the aircraft in such a scenario would have already run out of gas. The kit also includes Sikorsky's S-92 gross weight expansion, which takes the type's max gross weight to 27,700 pounds (12,565 kilograms), and had been available as an option and retrofittable kit. Finally, the kit also includes LifePlus, which uses HUMS data to improve component life, thereby reducing maintenance costs. Sikorsky announced the S-92A+ upgrade just over a year ago at Helicopter Association International (HAI) Heli-Expo 2019 in Atlanta, Georgia, along with an upgraded production model of the type - known as the S-92B. Both upgrades will have the General Electric CT7-8A6 also offered as an option, for enhanced performance in hot and high conditions. In addition to the elements contained in the S-92A+ kit, the S-92B will have enlarged cabin windows and a new cabin door that will be suitable for both offshore transport and SAR operations. However, the kit will not have the much-hyped Matrix autonomous technology for the launch with VIH. The technology continues its development, and will ultimately be part of the upgrade in the form of Rig Approach 2.0 and SuperSearch. Rig Approach 2.0 is an evolution of the existing Rig Approach system used in the current S-92, which allows a crew to plan and program their offshore mission and destination before they take off, with the aircraft then flying that mission profile up to a half mile from a helideck. With Rig Approach 2.0, the aircraft will be certified to fly to within a quarter mile of the helideck. SuperSearch is an algorithm for the SAR configuration of the S-92 that works in tandem with the aircraft's automatic flight control system (AFCS) to find objects up to 30 percent faster than possible with conventional search patterns. "The future evolution [of Matrix technology] will also add additional computing power that will integrate even more options, reducing pilot workload," said Brady. Brady said Sikorsky has had "an overwhelming response" since announcing the upgrade last year. "We really focused on capability, reliability, and cost reduction," said Brady. "In this competitive market for [operators], [Sikorsky is] improving on what we already know and reducing their direct operating costs." Heavy-lift aircraft have had to endure a particularly difficult last few years, thanks to a historic downturn in the oil-and-gas market, and the recent impact of the Covid-19 pandemic, which has resulted in further turmoil in the offshore industry. "We're still talking to not only our operator customers, but also their customers, and this is a difficult time in the market," said Brady. "A lot of their capital expenditures for this year have been have been stopped, and they're looking more at the long term." The S-92B isn't set for a near-term arrival in the market, with Sikorsky now projecting the variant won't begin rolling off the production line until 2025. https://www.verticalmag.com/news/vih-aviation-to-be-sikorsky-s-92a-launch-customer/ Back to Top UV-C Light System Eliminates Covid-19 from Aircraft Cabins A UV-C light system will soon be available for disinfecting aircraft interiors, according to Israel Aerospace Industries (IAI), which has been fast-tracking deployment of the technology to combat Covid-19 infection in hospitals. According to the company, the robot-based system is suitable for use in any size of aircraft, having already been tested in a widebody cargo airliner and a helicopter. The equipment uses a 254-nanometer electromagnetic wave that is shorter than a visual wavelength and longer than an x-ray wavelength. Research has proven its ability to kill any germ or virus, IAI said. In an aircraft, the robot can move between seats in straight lines and lights on electronically-controlled arms move across all exposed surfaces, such as seats and other cabin fittings. Unexposed surfaces beneath those items would still have to be manually cleaned with chemicals. For an airliner, the 12-inch-wide robot can move up and down standard aisles between seats. In a smaller aircraft, such as a business jet, one or more stationary units, which were originally designed for hospital rooms, would be deployed. According to an IAI spokesman, it would take between 30 and 40 minutes to disinfect a widebody aircraft. He said the company remains "a few months" away from being able to deliver the equipment to the aviation sector and is currently exploring what regulatory requirements would apply to its use. IAI expects to market the system to aircraft operators and maintenance, repair, and overhaul providers. It has yet to announce pricing for the equipment. The company started work on the technology soon after the outbreak of the Covid-19 pandemic. In March, it demonstrated the system in two Israeli hospitals. https://www.ainonline.com/aviation-news/aerospace/2020-04-27/uv-c-light-system-eliminates-covid-19-aircraft-cabins Back to Top Embraer says Boeing wrongly terminated partnership agreement Brazilian company accuses Americans of using "false claims" to cancel merger and says it will demand compensation. Business involving Embraer's commercial aviation area had been valued at US $ 4.2 billion. Embraer said on Saturday (25/04) that Boeing unduly terminated the partnership agreement announced between the two companies in 2018. In a note, Embraer accuses Boeing of making "false claims" to avoid complying with the closing of the transaction and paying Embraer the purchase price of $ 4.2 billion. "The company believes that Boeing has adopted a systematic pattern of delay and repeated violations of the MTA [Acordo Global da Operação, na sigla em inglês], due to the unwillingness to complete the transaction, its financial condition, the 737 MAX and other commercial and reputation problems, "says the note. Embraer also informed that it did not breach the contractual obligations, reason given by Boeing to terminate the contract, and that it will seek appropriate measures against the American manufacturer, "for the damages suffered as a result of the undue cancellation and violation of the MTA". Embraer's position was disclosed after Boeing held Embraer responsible for the cancellation. The Americans had said that they exercised "their right to terminate (the contract) after Embraer did not meet the necessary conditions". The Americans did not specify what these conditions were. Despite the note's tone, other factors appear to have played a decisive role in Boeing's decision. At the moment, the American aerospace is facing the biggest crisis in its history, which involves problems with its 737 MAX aircraft and the vertiginous retraction in the aviation market caused by the covid-19 pandemic. Boeing's stock price plummeted because of the double crisis. At the end of 2019, its shares were valued at 1,820 reais. Last Friday, they were no more than 716 reais. Boeing even asked the US government for 60 billion dollars to help the American aviation industry overcome the crisis. All of this raised doubts about whether the company would be able to pay the $ 4.2 billion for Embraer's civil aviation sector. Under the agreement, Boeing and Embraer would be partners in two joint ventures. The main one, involving Embraer's commercial aviation area, would be controlled by the Americans, who would have an 80% stake. The remaining 20% would remain under the control of the Brazilian company. Over the course of two years, the two companies overcame resistance from shareholders, the Brazilian government (which had the prerogative to veto the deal), the Administrative Council for Economic Defense (Cade), and even Justice (which even suspended the merger) ). But European Union regulatory bodies have not yet given their approval, and the European Commission has even opened an in-depth investigation into the matter, due to a potential threat to competition in prices and product developments in the aviation sector. Under the negotiated terms of the agreement, Boeing would have 80% of the joint venture to be created with the division and Embraer could sell its remaining part later. If it had been completed, Embraer would still have the defense and executive jets business. The business was seen as strategic by both companies. For Boeing, it would allow it to enter the regional jet market heavily. It could also compete in this area with the European Airbus, which in 2017 acquired a line of regional jets from Canadian Bombardier. The negotiations also contemplated the creation of a second joint venture aimed at the production of the military transport aircraft Embraer C-390 Millennium, with 51% participation by Embraer and 49% by Boeing. With the abandonment of the business, this joint venture also sank, but the American company still claims that it intends to maintain an agreement for the joint commercialization and maintenance of the aircraft. https://www.explica.co/embraer-says-boeing-wrongly-terminated-partnership-agreement/ Back to Top Equator Aircraft developing all-electric seaplane family Norwegian start-up Equator Aircraft is developing a small family of all-electric amphibians to provide what it describes as a "sustainable alternative to the noisy and costly types" now serving the owner-flyer and commercial passenger transport markets. Based at Jarlesberg airport 60 miles (100km) south of Oslo, the company began flight testing a proof-of-concept all-composite two-seat amphibian in 2018. Feedback from these trials is being incorporated into the first production-conforming prototype - a stretched version of the concept aircraft called the X4 which is designed seat up to four people. Preliminary design work is also underway on an eight-seat model which Equator hopes to bring to market by the end of the decade. The concept aircraft features a 100kW tail-mounted electric motor, supplied by German company Engiro, and powered by 12kWh and 6kWh batteries located in the cabin and the nose, respectively. It has reached a top speed of 100kt (185km/h), and a maximum endurance of 35min. The X4 will feature a 160kWh lithium-ion battery pack powering a pair of 60kW electric motors to give a range of around 100nm (185km) and up to 90min of flight time. Equator is seeking around €5 million ($5.4 million) to bring the X4 to market. Chief executive Tomas Brodreskift says this investment will also provide sufficient working capital to launch planned sales and marketing initiatives and to accelerate production. "Our plan is to launch flight testing of the first production-conforming X4 within 18 months," says Brodreskift. To expedite the X4's entry into service, Equator will seek certification from the Norwegian civil aviation authority under experimental regulations. "This should take around 40h of flight testing, and allow us to begin delivering aircraft to local customers who just want to fly for pleasure," Brodreskift says. The feedback from these owners will assist Equator with the X4's European CS-23 certification campaign, with final approval scheduled for 2025. The experimental version will be priced at around €130,000 and the CS-23-approved variant about €250,000. European validation will open up a much larger market for the X4, both geographically and operationally, with the aircraft an ideal platform for short hops between islands and towns, as well as sightseeing operations. The X4 will compete against long-standing models in this segment such as the float-equipped Cessna 172 and 182 piston-singles. Equator hopes to introduce the eight-seat amphibian by 2030, with the aircraft targeted at the commercial passenger transport market. Brodreskift says this segment is dominated by float-equipped, single-engined aircraft such as the 206/208 Caravan, Daher Kodiak 100 and De Havilland Canada DHC-2 Beaver, "which are noisy, expensive and costly to maintain". "Our all-electric commercial seaplane will be extremely quiet, emission-free with very low operating and maintenance costs," he adds. Many of the world's major towns and cities are located adjacent to water, says Brodreskift making downtown-to-downtown routes using seaplanes very attractive. "The business opportunities for this aircraft could be significant," he adds. Equator is collaborating with Danish operator Nordic Seaplanes to create the "ideal platform" for this segment. Nordic currently operates a single DHC-6-300 Twin Otter for scheduled, sightseeing and ad hoc charter services, but is keen to offer an all-electric aircraft fleet, says Brodreskift says. https://www.flightglobal.com/business-aviation/equator-aircraft-developing-all-electric-seaplane-family/138092.article Back to Top Administrator Says Virgin Australia Owes Over $6 Billion Readers of the weekend newspapers in Australia raised their eyebrows on Saturday when news broke that Virgin Australia owed creditors AUD$6.8 billion (USD$4.34 billion). The airline went into voluntary administration last week and was handed over to administrators. As part of the formal process, the administrators, Deloitte, filed initial paperwork with Australia's Federal Court on Friday. That paperwork details what Virgin Australia owes, and it makes for interesting reading. Fast-rising debt and a pile of creditors Debt has rapidly piled up at Virgin Australia. As of 31 December 2019, the airline owed about USD$3.39 billion. In less than four months, Virgin Australia added approximately USD$1 billion to the tab. As of Friday, Virgin Australia had 10,247 formal creditors. That number is forecast to rise to more than 12,000. Broadly, the debt can be put into three categories: Aircraft financiers and corporate lenders are owed some USD$1.41 billion. Aircraft lessors are owed USD$1.2 billion. Uunsecured creditors are owed USD$1.27 billion. Aircraft leases attract attention Virgin Australia's leasing arrangements have attracted plenty of attention. The airline owes about USD$1.2 billion for leased planes. Virgin Australia has 69 aircraft under lease, mostly 737-800s, but also all of their A330s and ATR72s. Some of the prominent lessors include Aviation PLC, ORIX Aviation, AerCap, and Commercial Bank of China. Mostly unwanted elsewhere, these leased planes remain parked in Australia. Late last week, Perth Airport moved to protect monies owing to it by blocking in four parked Virgin Australia aircraft. Concerns have also been raised that lessors could be further out of pocket as Virgin Australia continues to operate some leased aircraft. Lawyers representing aircraft lessor Pembroke are worried Virgin Australia is continuing to fly some of its aircraft. Not only could the lessor forego lease monies owed, continued flying means further wear and tear and maintenance expenses. Unsecured employees are left exposed More exposed, however, are Virgin Australia's unsecured creditors. Employees are a particular category of unsecured creditors with some of their claims given priority over others in the same category. The majority of creditors, 9,020 to be specific, are employees. They are owed a total of USD$287.6 million, or about USD$31,886 each. Much of what's owed to employees is in the form of entitlements and benefits accrued. Banks call in the lawyers Virgin Australia's many bondholders have the most to lose. While many small retail investors may be left holding worthless e-documents, the bulk of the bondholders are institutional investors. To protect their exposure, they've called in the lawyers. Under the spotlight is the process Virgin Australia's management took ahead of calling in Deloitte. Also, attracting criticism is UBS' role in promoting USD$576 million worth of bonds on behalf of Virgin Australia as late as November 2019. While aircraft lessors and financial institutions may attract limited sympathy, many of these outfits are owned by shareholders, and it's those shareholders who will ultimately bear the cost. Mom and Pop suppliers left out of pocket It's not just the large-scale entities that are potentially left out of pocket. In addition to employees, landlords are owed USD$45.5 million, while trade creditors are owed USD$106 million. While some of these creditors range from big multinationals like Swissport, there are also small Mom and Pop businesses that supply consumables like biscuits, wine, and more. Many thought they'd hit the jackpot when they secured a contract with an airline, adding staff and ramping up production. Now, these small-town businesses are unlikely to see any money at all. And what about Deloitte? How do they get paid? Administrators, like lawyers, always manage to get themselves to the front of the queue. Deloitte will do very well out of Virgin Australia as it is estimated it will collect between USD$13 million and USD$20 million for their work on Virgin Australia. Beautiful work, if you can get it. https://simpleflying.com/virgin-owes-billions/ Back to Top SpaceX's SN4 Starship prototype passes key pressure test The newest prototype of SpaceX's Starship Mars-colonizing spacecraft just passed a crucial pressure test, likely setting the stage for a test flight in the near future. Starship SN4 survived a "cryo pressure test" late Sunday night (April 26) at SpaceX's South Texas site, near the village of Boca Chica, company founder and CEO Elon Musk announced. "SN4 passed cryo proof!" Musk said via Twitter late Sunday Texas time (early morning on Monday, April 27, EDT), in a post that included a "relieved" emoji. "Great work by SpaceX engineering!" he added in another tweet. Musk's excitement is understandable, for success was far from guaranteed. This trial, in which the vehicle is filled with frigid liquid nitrogen to simulate the conditions experienced during operational missions, which will use ultracold propellant, felled three previous prototypes over the past five months. The SN4 can now progress to the next step of the development campaign: engine tests, which will culminate with a static fire of its single Raptor engine on the ground. In yet another late-night tweet, Musk said SpaceX aims to conduct the static fire later this week. Provided that goes well, the SN4 ("Serial No. 4") will be cleared to fly, on an uncrewed test with a target altitude of 500 feet (150 meters) or so. SN4 would be the first full-size Starship prototype to fly, and the second of any sort; a stubby test vehicle called Starhopper got off the ground briefly last year but was soon retired. Future Starship prototypes will go higher, powered by more Raptors. For example, the SN5 will sport three of the powerful, next-generation engines, Musk said in another tweet. The operational Starship, whose design SpaceX is homing in on via rapid prototype iteration, will feature six Raptors. The 165-foot-tall (50 m) spaceship will launch off Earth atop a gigantic rocket known as Super Heavy, which will have room for 37 of the engines, Musk has said. Both vehicles will be reusable. Super Heavy will come down to Earth for vertical touchdowns shortly after liftoff, just as the first stages of SpaceX's Falcon 9 and Falcon Heavy rockets do now. Each Starship, meanwhile, will be able to fly many missions between Earth and Mars, or Earth and the moon, or anywhere else people (or payloads) need to go. (Starship will be powerful enough to launch itself off Mars and the moon, which have relatively weak gravitational pulls. Super Heavy is needed to get the craft off Earth, however.) And SpaceX will make many Starships, if all goes according to plan. Musk's long-term vision involves sending a huge fleet of the 100-passenger vehicles off to Mars every 26 months, when the Red Planet and Earth are properly aligned for interplanetary trips. He sees Starship and Super Heavy as potentially slashing the cost of spaceflight enough to make Mars colonization - a driving ambition for the billionaire entrepreneur, and the main reason he founded SpaceX back in 2002 - economically feasible. https://www.space.com/spacex-starship-sn4-prototype-pressure-test-success.html Curt Lewis