June 18, 2020 - No. 044 In This Issue Wingcopter awarded as technology pioneer by World Economic Forum Should Airlines Standardize Pre-flight Testing for COVID-19?. Cuberg Next-Gen Electric Aviation Battery Technology Receives U.S. Department of Energy Validation of Industry-Leading Performance Slattery takes the top job at GE Aviation. Airlines, Satellite, and Tech Leaders Convene for First Virtual Global Connected Aircraft Summit Signature Flight Support Launches SignatureAssure What You Need To Know About The Aircraft Safety And Certification Reform Act. Using technology to help reboot aviation in a COVID-19 world GE Aviation Selected by Bell Textron for Aircraft Health Awareness System Honeywell Launches World's Smallest Satellite Communications Technology For Unmanned Aerial Vehicles SpaceX wants to build an offshore spaceport near Texas for Starship Mars rocket Wingcopter awarded as technology pioneer by World Economic Forum June 16, 2020: Wingcopter, a German drone company that develops autonomous delivery drones for commercial and humanitarian applications, was selected out of hundreds of candidates as one of the World Economic Forum's latest "Technology Pioneers". Wingcopter has been engaged in numerous drone delivery projects - from commercial, long-range factory-to-factory deliveries in Germany to life-saving humanitarian projects and emergency medical supply in various countries around the world. In the South Pacific island state of Vanuatu, the start-up set up a drone-based on-demand supply network, delivering vaccines for children within minutes to 19 remote health clinics on behalf of the local ministry of health and supported by UNICEF. In Tanzania and Malawi, Wingcopter was able to prove that drone delivery can shorten patients' waiting times, especially for urgently needed medicines, from several hours or even days to a few minutes. Recently, Wingcopter successfully completed a Covid-19 response trial together with Skyports and Thales on behalf of the NHS Scotland to provide the Isle of Mull with faster corona testing by transporting test kits and samples back and forth from the mainland. Further Covid-19 projects with partners and customers in other European countries are being prepared. Following its selection as a Technology Pioneer, Tom Plmmer, Co-founder & CEO of Wingcopter, will be invited to participate at World Economic Forum activities, events and discussions throughout the year. Wingcopter will also contribute to Forum initiatives over the next two years, working with policymakers and private sector leaders to help define the global agenda on key issues. The core innovation behind the company's highly efficient electric delivery drones is the patented tilt-rotor mechanism, which enables a seamless transition between two drone modes within seconds: multicopter for vertical take-off and landing and fixed-wing for fast and quiet long-range forward flight. The World Economic Forum's Technology Pioneers are early to growth-stage companies from around the world that are involved in the design, development and deployment of new technologies and innovations, and are poised to have a significant impact on business and society. The exclusive Technology Pioneers community is an integral part of the larger Global Innovators community of start-ups at the World Economic Forum. "We're excited to welcome Wingcopter to our 20th cohort of Technology Pioneers," said Susan Nesbitt, head of the Global Innovators Community, World Economic Forum. "Wingcopter and its fellow pioneers are developing cutting edge technologies all over the world. Beyond their innovations, these firms are contributing greatly to improving the state of the world," he said. 2020 Tech Pioneer firms are shaping the future by advancing technologies such as AI, IoT, robotics, blockchain, biotechnology and many more. https://www.logupdateafrica.com/wingcopter-awarded-as-technology-pioneer-by-world-economic-forum Back to Top Should Airlines Standardize Pre-flight Testing for COVID-19? Airlines are slowly starting to operate more flights as regulators in different regions of the world begin to relax travel restrictions and introduce new guidelines. But do operators need a standardized approach to pre-flight COVID-19 testing to make the process more efficient and help restore confidence in passengers that they can safely fly during the pandemic? The Transportation Security Administration's (TSA) daily publishing of the number of travelers moving through U.S. airports this year compared to 2019 hit a COVID-19 pandemic high on June 14, with 544,046 passengers making their way to airplane - still a ways off from the more than 2 million passengers recorded on the same day a year ago, but a vast improvement from the pandemic low of just under 88,000 recorded on Apr. 14. On Monday, most countries in Europe followed the European Union's guidelines for reopening borders to inter-European travel, with plans to reopen to international travel at a later date. EasyJet and Lufthansa-owned Brussels Airlines restarted operations this week as European internal borders reopened. Others including Air France, British Airways and Wizz Air are also increasing the number of flights they operate. Regulators in China and the U.S. have also reached a mutual agreement to allow airlines such as Delta and United to start resuming flights to the region. But as more travelers start to fill airport lounges and aircraft cabins, the industry is still trying to figure out the best method for testing passengers prior to getting onboard. On Tuesday June 16, the International Air Transport Association (IATA) and the International Civil Aviation Organization (ICAO) published new guidance on COVID-19 testing for air travel, with the agency advocating for the use of tests that are accurate, fast and can be performed hundreds of times per hour at busy airports. Dr. David Powell, medical advisor for IATA, provided some updates on how airlines can achieve their recommended guidelines for COVID-19 testing moving forward during the organization's weekly pandemic media briefing. "We know that we've been looking at testing to facilitate air transport really in two areas. One is can we make the fight itself self safer by testing prior to flight and the second area is can we use testing to reduce the chance of importing somebody whose infectious on an international flight," Powell said. Other considerations for airlines include who will administer the test and verify the results, considering most airlines do not have medical experts on staff and readily available to perform such testing at airports. IATA believes the verification and testing should be managed by a public health agency, therapeutic agency or scientific agency. Some airlines and airports have already adopted their own measures for testing for COVID-19 related symptoms, in place of the type of testing outlined by Powell. Heathrow Airport is actively trialing the use of UV sanitation, facial recognition thermal screening technology and contactless security procedures. In Terminal 2, the airport is using camera detection systems that are capable of monitoring the temperatures of multiple people as they move through the airport. Emirates, in partnership with the Dubai Health Authority, has been performing COVID-19 blood testing on certain flights at Dubai Airport, while Etihad Airways partnered with Elenium Automation to trial new technology which allows self-service devices at airports to be used to help identify travelers with medical conditions, potentially including the early stages of COVID-19. United Airlines has integrated a new "Ready-to-fly" checklist in its mobile application, that features a "health self-assessment" as part of its check-in process. IATA's Powell describes the Real-time Reverse Transcriptase Polymerase Chain Reaction (PCR) as the "gold standard" he is recommending for airlines to adopt in a way that is administered by medical experts. The current standard process for a PCR test involves a swab going through the nose and down into the back of the throat, although Powell believes less invasive versions are becoming available that could be administered by airlines. "There are some tests being developed which will hopefully be able to use a saliva sample instead, because that's much easier, you can put a little swab in the mouth and take it out again and you also don't need a trained health care worker to administer that test," Powell said. When asked whether the development of an industry-wide pre-flight testing standard could help, Powell explained the positives and negatives associated with developing such a standard. "It's certainly likely that widespread testing would increase [passenger] confidence, but it comes at a cost, in terms of the price, the delay, imperfect reliability and the discomfort of it all. Nothing in COVID-19 is perfect," he said. https://www.aviationtoday.com/2020/06/16/airlines-standardize-pre-flight-testing-covid-19/ Back to Top Cuberg Next-Gen Electric Aviation Battery Technology Receives U.S. Department of Energy Validation of Industry-Leading Performance EMERYVILLE, Calif., June 17, 2020 /PRNewswire/ -- Cuberg, Inc. today announced that its innovative electric aviation battery technology demonstrated an exceptional combination of specific energy, specific power, and cycle life in an independent testing and verification process conducted by Idaho National Laboratory (INL) on behalf of the U.S. Department of Energy. The results, including up to 80% increase in specific energy relative to Li-ion cells of comparable high-power output, represent a major step forward in the performance and maturity of battery technology for the future of electric mobility. While the global market for batteries to power electric mobility is expected to reach $300B per year by 20301, increasing power demands are driving Li-ion battery technology to its physical limits on performance and safety. Cuberg's batteries, based on its breakthrough lithium metal technology, are optimally designed for successful commercialization. The batteries deliver greatly increased range and capacity with competitive cost of ownership under realistic operating conditions. In addition, Cuberg's batteries use a non-flammable proprietary electrolyte that provides substantial safety advantages over Li-ion batteries. Critically, Cuberg has achieved these industry-leading results in a pouch cell using technology that capitalizes on the scale and quality of the existing Li-ion manufacturing ecosystem. These strengths will ultimately allow Cuberg to bring next-gen batteries to the automotive market, delivering significant improvements in range and cost while preserving the substantial deployed capital base of Li-ion manufacturing. "Cuberg's mission is to deliver next-gen batteries to power the rise of electric mobility, and an essential part of our strategy is to achieve independent verification and transparency of our results," said Richard Wang, co-founder and CEO of Cuberg. "We are gratified to receive this verification by INL of the industry-leading performance and reliability of our technology, and excited to be working with our customers to begin full-scale flight testing in their aircrafts in the next year." Three key battery performance measures need to be optimized in balance for successful aviation commercialization: specific energy, which allows for longer flight times and ranges at a given weight; specific power output, which enables greater aircraft weights and payload capacity; and cycle life, which impacts cost of ownership. INL's testing on Cuberg's 5-Ah (amp-hour) battery cells indicated specific energy of 369 Wh/kg, specific power of 2,000 W/kg, and 370 cycles with C/2 charging before the cells reached end of life at an 80% capacity cut-off. Batteries providing in excess of 350 Wh/kg of specific energy represent a critical threshold for the electric aviation market. Cuberg is the first company to successfully combine this level of energy with high power and competitive cycle life under realistic operating conditions. Full testing results can be seen here. "The delivery of highly efficient, cost-effective and safe battery technology at scale is essential to enable the future of electric mobility," said Liangbing Hu, the Herbert Rabin Distinguished Professor and Director of the Center for Materials Innovation, Materials Science, and Engineering at the University of Maryland. "Passing the 350 Wh/kg threshold under realistic operating conditions is an important advancement and an impressive achievement." About Cuberg Founded in 2015 to power the rise of electric mobility, Cuberg delivers breakthrough battery technology that provides major performance gains, low capital costs and low-risk, standard manufacturing processes to customers building the next generation of electric mobility solutions, from the aerospace industry to the automotive industry. The company has secured $10M in funding to date from Boeing HorizonX Ventures, the California Energy Commission, the U.S. Department of Energy, the National Science Foundation, CalSEED, and the U.S. Army. For more information please visit www.cuberg.net. https://www.prnewswire.com/news-releases/cuberg-next-gen-electric-aviation-battery-technology-receives-us-department-of-energy-validation-of-industry-leading-performance-301078332.html Back to Top Slattery takes the top job at GE Aviation John Slattery, who it was announced yesterday is stepping down from his role as president of Embraer's commercial aircraft division is to become president and CEO of giant engine maker GE Aviation. He will join the company on July 13 as president-elect and then move into the presidential role on September 1st. Slattery succeeds David Joyce who has been with the company for 40 years and who will remain as non-executive chairman of the company until the end of 2020. GE Aviation has technology centres and join ventures across the Middle East and Africa. GE group chairman and CEO Lawrence Culp said, "Over his remarkable career, David's leadership has established GE Aviation as the world's foremost aircraft engine franchise. An icon in the aerospace industry, David has been a driver of innovation, and the decisions made under his leadership will continue to manifest for decades. His greatest legacy may be the thousands of leaders he has mentored and developed throughout his career." Slattery will be responsible for leading the GE businesses providing commercial and military jet engines and services, as well as avionics, digital solutions, and electrical power systems for aircraft. "John's relentless focus on the customer experience over decades in the aviation industry has earned him deep relationships with many of GE's customers, suppliers, and partners. He is well-suited to serve their needs as aviation executes through the current environment and eventual recovery." Slattery said, "I have long considered GE Aviation to be the leading aviation franchise in the world, and I am humbled to take the helm from David and lead this talented team forward. This is a time of unprecedented change in the aerospace industry yet also an opportunity to reimagine the future of flight and how we can best serve our customers." https://www.arabianaerospace.aero/slattery-takes-the-top-job-at-ge-aviation.html Back to Top Airlines, Satellite, and Tech Leaders Convene for First Virtual Global Connected Aircraft Summit Next week, we bring you another virtual event as we look at one of the more impacted and interesting markets in this area - connected aviation. Our Global Connected Aircraft Summit (GCAS) has been going for seven years and has offered a unique platform for airlines, business jet operators, satellite players, as well as solutions providers, opportunities to network and talk about the connected aircraft of the future. This year's show was meant to take place in Denver, Colorado, but sadly had to be postponed until June next year due to the Coronavirus pandemic. As we all know, aviation has been one of the sectors hardest hit by the pandemic. Air travel has ground to halt, and there have been mass layoffs. For satellite players, mobility and In-Flight Connectivity (IFC) has long been seen as one of the growth markets with players such as SES, Viasat, Intelsat, Inmarsat (among others) all looking to make an impact in this market. A number of antenna players have also been aggressively targeting this market. So, what happens next? Our virtual Global Connected Aircraft Summit from June 22-26 will feature a series of sessions titled "Cabin Chats," where we dig deeper into what is next in this market. This event is a must-attend for anyone working in connected aviation, and 600 people have already signed up. Our opening technology roundtable on Monday is worthy of the price of admission alone. We have top airline executives, Norm Haughton of Air Canada, Babar Rahman of Qatar Airways, and Azman Ahmad of Saudia on a panel with executives from SmartSky Networks, Collins Aerospace and Honeywell talking about how the technology players can help airlines return to health. It will be a vibrant, lively discussion and one of the first times that key airline IFC executives have discussed the future of IFC in such a setting with key technology players. We also have some great individual presentations and keynotes. The event will kick off on Monday with two Frost analysts, Timothy Kuder and Jonathan Norman, discussing the future of aviation with a deep analysis of the commercial aerospace market. On Wednesday, we'll take a look at the future of Artificial Intelligence (AI) during a discussion that could give us a window into the future of aviation. We are also delighted to bring Microsoft Azure CTO Bill Chappell to share Microsoft's view of the connected aviation future and what it can bring to this sector. Chappell will be speaking on Thursday and it will be fascinating to hear Microsoft's view of this sector and what it can do to aid airlines. On Friday, we have executives from Honeywell and Alaska Airlines talk about the operations side of things and how connectivity can make a difference. Any improvements, whether in fuel efficiency, ground operations management, or aircraft scheduling are more vital than ever as airlines have to become even more. This will be a great way to round out the event. The event, similar to our recent virtual CyberSat week runs over five days with short, sharp bursts of content. It will be a fantastic event, with great networking as well as an opportunity to talk directly to some of the key players in the market. We also know that many airlines will be attending the event, as they look for insights and intelligence to get onto the road to recovery. For satellite players, it is an opportunity to talk directly to some of key customers and gain insights into what is still seen as a major market. There's still time to register. https://www.satellitetoday.com/mobility/2020/06/17/airlines-satellite-and-tech-leaders-convene-for-first-virtual-global-connected-aircraft-summit/ Back to Top Signature Flight Support Launches SignatureAssure In the wake of the COVID-19 pandemic, Signature Flight Support, the world's largest Fixed Base Operator (FBO) network, has reaffirmed its ongoing commitment to maintaining the highest safety, health and wellness standards in the FBO industry by launching SignatureAssure. The comprehensive COVID-19 response includes measures that encompass social distancing, employee readiness, facility cleanliness and aircraft safety standards. The roll-out coincides with a gradual increase in aircraft operations throughout the world and includes the deployment of several technological advancements, including electrostatic sprayers, pulse oximeters, and touchless thermometers. "Now, more than ever, your choice of FBO matters," said Mark Johnstone, Chief Executive Officer, Signature Aviation plc and Signature Flight Support. "With over 200 locations in 27 countries, only Signature has the scope, scale and expertise to deliver a consistently excellent and safe customer experience. Our customers have come to trust and expect our industry-leading approach, and we are investing in the latest technology to ensure the health and safety of our team members, our visiting flight crews, and the traveling public." "Trust has always been paramount in aviation and the global pandemic has added a new dimension to earning our customer's trust -- ensuring their health and safety," explained Tony Lefebvre, Chief Operating Officer, Signature Flight Support. "To answer that call, Signature has introduced SignatureAssure, a comprehensive - and increasingly tech-enabled - suite of health, safety and wellness standards across our more than 200 bases worldwide. When trust counts, you can rely on Signature." Facility Readiness To ensure the well-being of both team members and visitors, Signature has made a number of modifications to FBO facilities and enhanced its standard operating procedures. These include implementing a comprehensive 50-point cleaning checklist, which is completed multiple times a day. These rigorous cleaning procedures are supported by using electrostatic sprayers at high-traffic Signature FBO locations, allowing large areas such as lobbies, lounges, and vehicles to be sanitized quickly through the use of a sterile fog. The enhancements extend into the terminal, with the addition of clearly visible social distancing cues, including signage and floor markings that encourage 6 feet of separation. Furniture and tables have also been reconfigured to meet social-distancing guidelines. Additional in-FBO precautions include the removal of literature, linens, and non-essential common use items from public areas, as well as frequently disinfecting common touchpoints. Employee Readiness Signature is employing a prescriptive approach to employee readiness with a mandatory COVID-19 training program. This supplements an existing policy that requires all employees to have current training accreditations before performing any aircraft services. Team members are required to wear face masks when fulfilling their duties and all are subject to health screenings before starting their shift. Signature is utilizing the latest technology, such as touchless thermometers and pulse oximeters, to ensure the well-being of Signature staff members, and subsequently its guests. Traveler Precautions Many local and national governments have mandated that members of the public must wear face coverings when outside of a private space. As a result, Signature is requesting that all visitors wear a mask during their when transiting an FBO. Masks are available upon request at all locations. Aircraft Standards Throughout the impact of COVID-19, Signature has continued to adhere to its standardized safety protocols, guaranteeing the highest provision of aircraft handling. Across its network of more than 200 global locations, Signature necessitates the use of appropriately sized tow teams, a pre-tow inspection checklist, and a pre-tow briefing before moving an aircraft. Similarly, the integrity of Jet A and avgas fuel inventories have been maintained through daily checks and company-wide fuel quality control procedures. National Rental Car Partnership With an increased preference for personal transportation, Signature has leveraged its preferred relationship with National Car Rental to provide sanitized rental cars at all FBO locations. Vehicles are subject to National's 'Complete Clean Pledge', which includes a 20 key touchpoint cleaning process prior to every rental. To learn more about how Signature is protecting the safety and well-being of its customers, visit the SignatureAssure program page at signatureflight.com/assure. https://www.aviationpros.com/fbos-tenants/press-release/21142346/signature-flight-support-signature-flight-support-launches-signatureassure Back to Top What You Need To Know About The Aircraft Safety And Certification Reform Act Over the last year, in the wake of the 737 MAX crisis, the US government has been considering ways to reform the aviation safety process. Today, a bill has been presented to the US senate known as the "Aircraft Safety and Certification Reform Act of 2020." Here's what you need to know about the act. What the act does In short, the bill will address the following issues: Mandating direct Federal Aviation Administration (FAA) approval of manufacturers' engineers acting on behalf of the FAA, the Organization Designation Authorization (ODA) unit members, and rescission of additional FAA authority to allow self-certification Assigns FAA safety advisors whose role will be to communicate with and monitor ODA unit member compliance involved in the certification of large commercial airplanes and their engines Require new National Transportation Safety Board (NTSB) safety recommendations on flight automation, pilot response, and safety management systems for aircraft manufacturers Establish whistleblower protections and fortify channels for reporting safety problems during the certification process Eliminate industry-friendly panels and roll back performance incentives that do not prioritize safety in the aircraft certification process as a first and foremost goal Build FAA technical capacity to address advanced technology (like automation in the cockpit) through a new Center for Excellence for flight automation and human factors; continuing education and training for inspectors and engineers on new technology; and increased funding for scientific and technical advisors Essentially, this bill will give Boeing and other aircraft manufacturers less influence in the aircraft certification process. This bill will provide the FAA with more room to select its own trusted safety personnel over company employees- one of the biggest concerns for aviation safety advocates in the wake of the 737 MAX crisis. Reforming the ODA program The Organization Designation Authorization (ODA) is a program within the FAA. Through this program, the FAA grants the designee authority to organizations or companies. These people will then have a role when it comes to issuing certificates for new aircraft, or else any sort of testing or examinations in issuing certificates on behalf of the FAA Administrator. These ODA holders are private persons not directly employed by the safety organization. While there is some oversight in the program, this bill enhances the FAA's role in the program. Protecting whistleblowers Back in 2016, some of Boeing's staff discussed concerns with the 737 MAX via instant messaging. However, those concerns did not make it to the FAA and did not impede the aircraft's certification program. Now, the bill would give whistleblowers some additional protections. The goal is to give employees concerned about the safety of a plane type additional channels and protections for reporting those concerns. Whistleblower protections will, in theory, provide more people protection from retribution for raising aircraft safety concerns. Studying new technology Aircraft technology is changing. Over the last few decades, automation in the cockpit has increased in more ways than one. As technology evolves, this bill will give the FAA a chance to devote more time to studying those automation systems and developing safety guidelines for them. Will this bill go into effect? The bill has been introduced, but it will take some time before it takes effect. Other members of the federal government will likely have some concerns or changes they want to see to the legislation. Then, there will be the matter of approval from the President, any potential legal challenges, and the FAA's implementation. So, there is no guarantee that this bill will go into effect, for now. Nevertheless, this is a good step forward. Aviation has gotten safer over the last few decades, but also more technologically sophisticated. Now, the FAA will need to start getting acquainted with new technologies and be able to ensure that all passengers can step onboard an aircraft and know it is safe to fly. https://simpleflying.com/aircraft-safety-certification-reform-act/ Back to Top Using technology to help reboot aviation in a COVID-19 world COVID-19 is massively affecting airfields around the world and of every size, from the mega-hub airports to tiny airfields on Scottish islands and (potentially even) urban air mobility terminals. Demand for passenger aviation had been growing consistently year-on-year, but passenger numbers are currently reduced by over 90%. This year the situation is likely to remain exceptional, with extremely low capacity, and adopting a "one size fits all" approach that assumes everyone has a high risk of catching or transmitting COVID-19. This affects passengers and staff alike; it applies from the moment they exit their front door to sitting in their aircraft seat, and back again. How can technology - but not technology alone - help aviation recover, by rebuilding confidence and capacity, and reducing COVID-19 transmission risk? Understand the passenger, personalise the journey Let's assume airlines and airports survive the economic implications of the current lockdown so aircraft are actually flying, and people have an acceptable reason to fly. We're going to need much better information about who passengers are, where they are (individually and collectively), how healthy they are, where they're headed and when; all sensitive personal data that needs handling accordingly. Journeys will need to be "smoothed out" in terms of both location and time, reducing bottlenecks in areas such as security, boarding and immigration. This will make best use of the limited available terminal capacity, determined by modelling the terminal and surrounding areas. Specific practical implications include the need for individuals to be able to demonstrate their COVID-19 risk status, to practise social distancing, and to minimise the need to touch shared infrastructure. Who are you and how are you feeling? Potential sources of COVID-19 health data could include a vaccination certificate, a health service test result, an in-terminal Elevated Body Temperature camera, a home testing kit and questions answered using a smartphone app. Most of these aren't yet widely available but will become so as medical understanding advances. Each one can contribute to an overall, combined single risk level, accessible via a standardised interface, and applicable to an individual journey. As a traveller, how do I assert my identity to show that this aggregated health data relates to me personally? The majority of such comparisons - passport checks, for example - are still performed manually by in-terminal staff. Humans are excellent at comparing some of these characteristics (faces and voices), for people we know, occasionally. Using biometric algorithms to compare inherent physical characteristics of individual human beings is now common in daily life and starting to increase in aviation; many of these transactions could be performed on smartphones. Machines perform consistently over large numbers of these comparisons and don't get bored, tired or distracted - and can automate the process, leaving humans to deal with exception cases. Beyond arm's length? Strict implementation of the "two-metre rule" on an aircraft has to be relaxed; it's virtually impossible and economically impractical (requiring below 10% seat occupancy). In an interview with the Press Association news agency, John Holland-Kaye, CEO of Heathrow Airport, recently said: "The constraint is not about how many people you can fit on a plane, it will be how many people you can get through an airport safely. It's just physically impossible to socially distance with any volume of passengers in an airport." In the terminal, technology solutions supporting social distancing may range from the manual (staff counting passengers with a "clicker" and halting widely-spaced queues when a given area is "full"), through automated versions of queue counting and accurate geolocation of individual passenger locations, up to biometric identification of individuals. A typical passenger walking through an airport terminal would normally touch hundreds of objects. Exchanging documents, using a payment card, pressing buttons and touchscreens, as well as touching handrails, furniture, taps and suchlike. A recent Atkins study suggests this number of touches can be reduced by at least 60%, by allowing passengers to interact with existing fixed infrastructure (such as kiosks) using a smartphone, reducing the short-term need for gloves, styluses and screen protectors. echnology: necessary but not sufficient Many existing technology "building blocks" can be used to help the aviation industry recover without taking undue health risks. These components can be combined in innovative new ways to not only rebuild airport terminal capacity, but also to accelerate pre-COVID-19 initiatives such as linking the off-airport, in-terminal and on-aircraft aspects of passenger journeys more seamlessly. New opportunities for further automation, personalisation, collaboration and standardisation of these journeys can be delivered. Smartphones can underpin many of the required aspects, gathering data and sharing information during a personalised, contactless and low-risk journey. Since the roadmap for dealing with COVID-19 is not entirely clear at this relatively early stage, systems need to be flexible, scalable and easily configurable. Processes must evolve along with the technology, and appropriate levels of data security and data protection must be baked in. And there's a key dependency on continued advances in the underlying medical science eventually "defeating" COVID-19. https://airport-world.com/using-technology-to-help-reboot-aviation-in-a-covid-19-world/ Back to Top GE Aviation Selected by Bell Textron for Aircraft Health Awareness System Evendale, OH | June 16 2020 - GE Aviation was selected by Bell Textron Inc., a Textron Inc. (NYSE: TXT) company, to provide the Health Awareness System as part of Team Invictus for the Bell 360 Invictus competitive prototype, a part of the U.S. Army's Future Attack Reconnaissance Aircraft (FARA) program. The health awareness system integrates decades of GE's proven health management technologies on rotorcraft with their vehicle management system on fixed wing to drive increased operational safety and availability of the fleet. "GE Aviation is committed to delivering a health awareness solution fusing our rotary wing system that has accumulated in excess of 2.5M flight hours and incorporates 4,500 unique onboard vibration algorithms with our fixed wing configurable onboard maintenance system," said Christin Rauche, Connected Aircraft executive for GE Aviation. "This integrated solution will enable Bell to demonstrate key operational and sustainment objectives using its ground-based enterprise systems to provide the US Army with data driven decision making, more efficient troubleshooting and a comprehensive view into aircraft operational availability." "Proven technology like GE's health management and experience in data analytics drives timely/actionable information into the hands of our warfighters," said Chris Gehler, vice president and program director for FARA at Bell. "Bell is managing Team Invictus as we work together to show how cutting-edge technology will give soldiers the ability to confidently operate in MDO's complex and contested battlespace. The effort complements and carries forward the work GE has already performed along with Bell in the V-280 System Integration Lab (SIL)." GE Aviation's Health Awareness System is an end-to-end solution that advances traditional rotorcraft Health and Usage Monitoring System (HUMS) capabilities by combining it with proven fixed wing aircraft health management solutions. The system includes autonomously gathering and transmission of rotorcraft system configuration, health, usage and maintenance data. GE's on-board and off-board system securely manage data transmission from the aircraft, decode and process the health state of the rotorcraft and execute maintenance analytics. The system integrates seamlessly with enduring-fleet-capable, modular additional ground systems such as Bell's MissionLink® for data distribution and visualization to predict maintenance events and increase mission readiness for the fleet. "The health awareness system is the first of its kind and applies advanced data driven aircraft maintenance concepts to the rotorcraft market," Rauche continued. "The system uses operational data from the platform to predict maintenance events and significantly reduce maintenance times." GE Aviation is providing the 3,000-SHP T901 engine for the Bell 360 Invictus, in addition to the aircraft Health Awareness System. You can watch a video on the T901 engine here. This research was partially funded by the Government under Agreement No. No. W911W6-19-9-0002. The U.S. Government is authorized to reproduce and distribute reprints for Government purposes notwithstanding any copyright notation thereon. The views and conclusions contained in this document are those of the authors and should not be interpreted as representing the official policies, either expressed or implied, of the Technology Development Directorate, or the U.S. Government. https://www.aviationpros.com/engines-components/aircraft-airframe-accessories/avionics/press-release/21142349/ge-aviation-ge-aviation-selected-by-bell-textron-for-aircraft-health-awareness-system Back to Top Honeywell Launches World's Smallest Satellite Communications Technology For Unmanned Aerial Vehicles ATLANTA, June 16, 2020 /PRNewswire/ -- Honeywell (NYSE: HON) has launched its smallest, lightest satellite communications system yet, specifically designed for unmanned aerial vehicles. Weighing in at only one kilogram (2.2 pounds), the new system is 90% lighter than Honeywell's smallest connectivity system and will bring some of the same connectivity capabilities enjoyed by larger aircraft to smaller unmanned vehicles in the air or on land. Satellite communications, or SATCOM, is a broad category of critical technologies that helps connect aircraft to each other and to operators or air traffic control on the ground. Also within this category are technologies that make in-flight Wi-Fi or fleet tracking possible. "Transportation as we know it is changing rapidly, and the need for connectivity is only becoming more important. As platforms evolve and new vehicles start operating both on land and in the air, it's critical that satellite communications technology evolves alongside them," said Amanda King, vice president and general manager, Aerospace Connected Secure Solutions, Honeywell Connected Enterprise. "Honeywell's small UAV SATCOM system is a game-changer for these smaller unmanned aircraft that previously couldn't be equipped with satellite communications. Now, they've got access to everything we've come to expect from the large-aircraft experience - just in a smaller package." The Honeywell Small UAV SATCOM system, powered by Inmarsat's global satellite communications network, provides unmanned aerial vehicles with global connectivity and real-time video streaming. Seamless connectivity, delivered through Inmarsat's comprehensive satellite network, is essential for safe and efficient air traffic management that enables beyond-visual-line-of-sight (BVLOS) capabilities. BVLOS allows unmanned aircraft to be operated remotely at scale, beyond the pilot's field of view. This technology can be used for a variety of applications, including unmanned aerial vehicle inspections, where it is estimated to double or triple daily inspection capacity. The combination of the Honeywell Small UAV SATCOM system and Inmarsat's satellite connectivity can keep vehicles connected even in remote areas or over water where other ground-based communications systems, such as 4G, are not available. Traditionally, satellite communications systems have been available only for larger aircraft due to the large size, weight and power requirements. Now, with a new customizable design that's 30% lighter than competing systems, Honeywell's Small UAV SATCOM system can be installed in different locations on the vehicle to accommodate a wider range of platforms while ensuring safety of flight and avoiding unnecessary bulk. Honeywell's satellite communications systems provide operators, passengers and crew with reliable, consistent connectivity throughout the world. They serve a range of needs, including in-flight connectivity for voice and data-streaming in the cockpit and the cabin, as well as fleet tracking and aircraft management. To learn more about Honeywell's Small UAV SATCOM system, please visit aerospace.honeywell.com. https://finance.yahoo.com/news/honeywell-launches-worlds-smallest-satellite-130000843.html Back to Top SpaceX wants to build an offshore spaceport near Texas for Starship Mars rocket SpaceX's Mars-colonizing missions may not launch from terra firma. Elon Musk's space company is hiring "offshore operations engineers" to help develop floating spaceports for Starship, its next-gen transportation system designed to take people to and from the moon, Mars and anywhere on Earth they want to go. "SpaceX is building floating, superheavy-class spaceports for Mars, moon & hypersonic travel around Earth," Musk said via Twitter Tuesday (June 16), in response to a tweet that drew attention to the SpaceX hiring notice. The sea-based spaceport plan by itself is not new; SpaceX has long talked about this possibility. For example, Starship animations Musk unveiled in 2017 depict the giant rocket-spaceship duo (then known as the BFR) launching from an offshore platform. And earlier this month, Musk tweeted that SpaceX is considering three launch sites for its first Starship missions: Florida's Space Coast; the South Texas facility, near the village of Boca Chica, where Starship prototypes are currently being built and tested; and offshore platforms. (South Texas appears to be in the lead as far as the offshore spaceports go; the SpaceX hiring notice specifies Brownsville as the job site.) But it is notable that the idea is now mature enough that SpaceX is hiring folks specifically to pull it off. Musk also revealed some new details about the plan Tuesday. For example, a Twitter user asked if the offshore spaceports will be refurbished oil rigs, and if Starship passengers will be ferried out to them via Hyperloop, the vacuum-pod transportation idea that Musk proposed in 2012. The billionaire entrepreneur responded, "Pretty much." Musk also said that the offshore spaceports won't exactly hug the coastline. "We need to be far enough away so as not to bother heavily populated areas. The launch & landing are not subtle. But you could get within a few miles of the spaceport in a boat," he said in another Tuesday tweet. The landing he referenced is that of Super Heavy, the 31-engine first stage required to get the 100-passenger Starship off Earth's surface. Super Heavy will come back down to Earth for a vertical touchdown shortly after liftoff, the way first-stage boosters of SpaceX's Falcon 9 and Falcon Heavy rockets do now. The Starship spacecraft will sport six engines of its own and be powerful enough to launch itself off the moon and Mars, both of which have much weaker gravitational pulls than Earth, Musk has said. (The engines for both Starship and Super Heavy will be Raptors, which are more powerful than the Merlins that propel the Falcon 9 and Falcon Heavy.) Starship would not be the first rocket to launch from an ocean platform. The company Sea Launch conducted three dozen liftoffs of Zenit boosters from a specially built ship, the last occurring in 2014. "Directionally correct, but Zenit is an order of magnitude smaller than Starship system & doesn't come back & land," Musk tweeted Tuesday, responding to a Twitter user who cited the Sea Launch precedent. The offshore engineers will add to an already bustling atmosphere in South Texas, where Starship prototypes are rapidly being assembled and tested. On Monday (June 15), for example, SpaceX pressure-tested a Starship propellant tank to destruction, in a trial designed to inform future designs of the spacecraft. "Tank didn't burst, but leaked at 7.6 bar. This is a good result & supports idea of 304L stainless [steel] being better than 301. We're developing our own alloy to take this even further. Leak before burst is highly desirable," Musk tweeted on Monday. To date, just one Starship prototype has gotten off the ground: a stubby, single-engine craft called Starhopper, which made a few short test flights last year before being retired. But SpaceX is gearing up for an uncrewed test flight that will take the SN5 ("Serial No. 5") prototype about 500 feet (150 meters) into the South Texas skies, if all goes according to plan. The SN4 prototype had been in line to make this flight, but it exploded shortly after an engine test on May 29. If development goes well, we could see the first operational Starship missions - likely launches of commercial communications satellites - sometime next year, SpaceX representatives have said. https://www.space.com/spacex-mars-starship-offshore-launch-landing.html Curt Lewis