June 22, 2020 - No. 045 In This Issue Green aviation still has electrifying future despite virus 9 ways flying on a private jet is safer than flying on a commercial airliner in the age of coronavirus Textron plans 1,950 job cuts and suspends flight simulators production Little NASA Electric Airplane Soon Coming To Life How Russia's MiG-21 Became The Most-Produced Supersonic Jet In Aviation History. Manufacture of sustainable aircraft is one step closer. Insider Q&A: Honeywell CEO Gears Company For Pandemic Shifts US senators introduce legislation to increase FAA oversight of aircraft certification. Ontario International Airport is on Welcome Back Track Elon Musk's SpaceX applies for telecom licence as it eyes bringing internet to remote Canada Green aviation still has electrifying future despite virus The aviation industry has long been under pressure to reduce pollution, and while airlines have taken a financial wallop from the coronavirus crisis it may not stop a greening of the skies. What promises have been made on pollution? Aviation accounts for around two percent of global emissions of carbon dioxide (CO2), one of the major greenhouse gasses that causes global warming, according to the UN's International Civil Aviation Organization. Airlines transported 4.5 billion passengers in 2019, an increase of 4.2 percent from the previous year, according to the industry's leading trade body, IATA. Before the coronavirus pandemic broke out the industry was counting on traffic doubling in 15 to 20 years. At the same time, it had promised to reduce CO2 emissions by half in 2050 from 2005 levels. Considering the expected increase in traffic, that works out a 90 percent reduction by flight. IATA maintains the promise is being kept, but in January a report from by three European organisations including the European Environment Agency, emissions have been rising in Europe even if advances in technology were helping limit the increase. While the number of passengers jumped by 20 percent between 2014 and 2017 in Europe, CO2 emissions rose by 10 percent. What impact will the coronavirus have? While the lockdowns imposed by governments to stem the spread of the coronavirus have been financially devastating to airlines which will need to invest in cleaner aircraft in the years to come, there are positive elements. "Even if the financial capacity of airlines to renew aircraft fleets is weaker-and they will seek to delay the process-they now have excess capacity that will lead to them removing the oldest and least efficient aircraft from their fleet," said Bertrand Mouly-Aigrot, an air transportation expert at Archery Strategy Consulting. "This will improve the average performance of the fleet," he added. Delta Airlines in the United States is finally putting its last MD-90s-which were built between 1995 and 2000-out to pasture. Meanwhile, Air France and Lufthansa are taking their fuel-guzzling A340 and A380 aircraft out of service ahead of schedule. Air France has made promises to cut pollution as part of its state rescue package. The drop in air traffic due to coronavirus lockdowns is translating into a reduction in pollution, and the industry doesn't expect to recover fully before 2023. How to cut emissions? Each new generation of aircraft has brought about a 15 percent reduction in carbon footprint thanks to improvements in engines and the use of lighter materials. The head of French aerospace equipment provider Safran, Philippe Petitcolin, said such technological gains have been allowing a one-percent reduction in pollution each year. That rhythm is too slow to meet the 2050 targets, so technological breakthroughs will be necessary, and those are likely to come from propulsion and fuels. Biofuels have been seen as one solution, as being made from renewable materials their carbon footprint can be offset more easily. Some are already becoming available, but their cost is too high compared to jet fuel, which is already one of the biggest expenses for airlines. That leaves electricity. A huge breakthrough would be needed to increase the capacity and reduce the weight of batteries sufficiently to make that a viable sole option to power a large commercial aircraft. But a hybrid could work as aircraft motors are pushed hard only during takeoff and then are throttled back as they cruise in the sky. Thus, using batteries just for cruising could cut the weight needed and still offer a considerable reduction in pollution. The French government is backing the development of a hybrid regional aircraft by the end of the decade that would cut CO2 emissions by 30 percent. Another option for generating electricity is via hydrogen fuel cells. The fuel cells take hydrogen and oxygen and produce electricity. France hopes its aerospace sector will be able to develop a medium-haul commercial aircraft using this technology-which results in no pollution-by 2035. While Jerome Bouchard, an aviation specialist at consultants Oliver Wyman, said hydrogen is raising lots of hope as a fuel source, there are drawbacks. He noted that hydrogen requires between four and six times the storage space as jet fuel, which requires going back to the drawing board to redesign the wings and fuselage to provide more space. What other options? Better coordination and plotting of air traffic could lead to reducing emissions by as much as 10 percent by 2023, believes Thales, a French technology firm active in the sector. On the ground, jet engines spit out plenty of polluting fumes as planes move on and off runways. That could be reduced and airlines could save expensive fuel if planes had electric motors that drive the wheels on the landing gear. Aerospace equipment firm Safran has developed such a system but it has so far garnered little interest. For Michael Gill, IATA's pointman on the environment, "zero-emissions planes will take their place in time, but realistically it will be in the second half of this century that we really see them take off." https://techxplore.com/news/2020-06-green-aviation-electrifying-future-virus.html Back to Top 9 ways flying on a private jet is safer than flying on a commercial airliner in the age of coronavirus The luxury of private jet flying is typically associated with the rich and famous but its benefits now include health and safety. As the world's population begins a slow return to the skies, commercial aircraft are becoming increasingly crowded and the alternatives appear to simple: stay home, drive, risk flying on an airliner, or fly private. Though the last is the most expensive, flying private has numerous advantages when it comes to ensuring a healthy travel experience that including skipping the airport terminal and not worrying about social distancing onboard the aircraft. With safety becoming paramount in the pandemic-stricken world and safety becoming a highly sought-after commodity for the ultra-wealthy, private jet companies are predicting a boom in their industry and are taking measures in preparation for an influx of new flyers. Most of these flyers have been able to afford to charter private aircraft but couldn't justify the cost before now. Here's how private flying is safer than commercial. Private aircraft flyers use private terminals away from the congested commercial side of the airport. Private aircraft use smaller executive terminals, referred to as fixed-based operators, which are typically one or two-story buildings with private lounges instead of gates. The terminals are typically less congested as private flyers typically board their aircraft as soon as they arrive, reducing the risk of proximity spread from other passengers. Most airports also allow passengers to drive directly to their aircraft and also be picked up air-side, avoiding the need to enter the terminal altogether. Only certain people are allowed on the plane. Unlike with commercial jets, the manifest for the flight is set by the lead passenger or the organization paying for the flight. Except on seat-sharing flights like those operated by JetSmarter, the passengers on board have total control of who they fly with. Private planes can access smaller and more remote airports, reducing travel times. Commercial travelers are restricted to the route networks of the airlines they fly while private aircraft can use nearly any public-use airport in the country, as long as the runway is long enough and there's fuel. Smaller airports are often more convenient and closer to city centers, as seen in big cities like Los Angeles, Denver, Seattle, and Toronto, but can also help reach remote locations like in Telluride, Colorado and Park City, Utah, to reduce overall journey times. Security screenings aren't required on most flights. This is perhaps one of the greatest benefits as passengers can avoid waiting in crowded lines, touching security bins, and walking barefoot through a scanner. Certain airports, though very few of them, do require going through security screening for private flyers, including when flying into Washington's Ronald Reagan National Airport. Going through customs is often a more intimate experience. Instead of emptying out into a large international arrivals hall, the process for clearing customs in most countries when flying private is a lot easier. Border agents typically will either board the plane to inspect documents or escort passengers into a private office while they answer questions and have documents checked. Boarding passes aren't required. Passengers don't have to check-in for their flights at a kiosk or check their bags with airport staff. Pilots need only check the identification of passengers to ensure they match the manifest and that's all that's required. Baggage is handled by a small handful of people. When arriving at an airport, an airport worker known as a line service technician takes the baggage of the passengers and gives it directly to the pilots for stowage on the aircraft. The process is very transparent and doesn't involve numerous people unlike in an airport setting. Newer private jets can fly longer routes nonstop. Private jets are constantly pushing the boundaries of nonstop flight with new entrants like the Bombardier Global 7500 and Gulfstream G700 able to fly at and upwards of ranges of 7,500 nautical miles. Almost every current route flown by commercial airlines can be flown with a private jet. Nonstop routings avoid the need for fuel stops that extend the duration of a journey and further risk exposure to a virus. The overall journey is shorter, allowing travelers to limit their exposure away from controlled environments. The sum total of these benefits is a shorter journey with less exposure to potential pathogens and germs. Passengers can drive up to the aircraft from the safety of their vehicle, board the aircraft, fly nonstop to nearly anywhere in the world, get picked up air-side, and go directly to their destination. Overall, the amount of touchpoints is reduced when flying which significantly lowers the risk of exposure to germs. https://www.businessinsider.com/why-private-jet-travel-is-safer-than-flying-commercial-2020-5#the-overall-journey-is-shorter-allowing-travelers-to-limit-their-exposure-away-from-controlled-environments-9 Back to Top Textron plans 1,950 job cuts and suspends flight simulators production American industrial conglomerate Textron has reportedly planned to lay off up to 1,950 employees, which represents 6% of its workforce. The decision has been taken as the coronavirus (Covid-19) pandemic paralysed air travel demand, Reuters reported. It will affect the number of the company's business units. In March, the company furloughed around 7,000 employees in the US due to the outbreak. These developments are part of a restructuring plan to reduce the company's operating expenses. It primarily impacts the TRU Simulation + Training business (TRU) within the Textron Systems segment, and the Textron Aviation and Industrial segments. In addition to this, the company will suspend the production of flight simulators at its facility in Montreal, Canada. In a SEC filing, the company said: "At TRU, there has been a substantial decline in demand and order cancellations for flight simulators in light of the expected long-term impact of the pandemic on the commercial air transportation business. "As a result, we will incur charges for severance, contract terminations, facility closures, asset impairments and an inventory valuation write-down, considering the current market conditions. SHARE Sign up here for GlobalData's free bi-weekly Covid-19 report on the latest information your industry needs to know. American industrial conglomerate Textron has reportedly planned to lay off up to 1,950 employees, which represents 6% of its workforce. The decision has been taken as the coronavirus (Covid-19) pandemic paralysed air travel demand, Reuters reported. It will affect the number of the company's business units. In March, the company furloughed around 7,000 employees in the US due to the outbreak. These developments are part of a restructuring plan to reduce the company's operating expenses. It primarily impacts the TRU Simulation + Training business (TRU) within the Textron Systems segment, and the Textron Aviation and Industrial segments. In addition to this, the company will suspend the production of flight simulators at its facility in Montreal, Canada. In a SEC filing, the company said: "At TRU, there has been a substantial decline in demand and order cancellations for flight simulators in light of the expected long-term impact of the pandemic on the commercial air transportation business. "As a result, we will incur charges for severance, contract terminations, facility closures, asset impairments and an inventory valuation write-down, considering the current market conditions. "TRU will continue to service and support its installed base of commercial air transport simulators and to manufacture flight simulators for other fixed-wing aircraft and rotorcraft at its Tampa, Florida, facility." The company expects the 2020 cash outflow to be in the range of $80m to $95m. In January, Textron Aviation acquired Australian maintenance, repair and overhaul (MRO) service provider Premiair Aviation Maintenance for an undisclosed amount. https://www.aerospace-technology.com/news/textron-us-job-cuts/ Back to Top Little NASA Electric Airplane Soon Coming To Life X-57 aircraft arrives in Oceano We've covered NASA's development of a little electric airplane since 2016, when staff at NASA's Armstrong Flight Research Center and Langley Research Center took delivery of a modified Tecnam P2006T fuselage that would be used to build the X-57 (aka Maxwell). Electric aircraft technology testing at NASA's Electric Aircraft Testbed began around the same time. Toward the end of 2019, more than 3 years later, NASA received the first full version of the X-57 Maxwell from Empirical Systems Aerospace (ESAero) of San Luis Obispo, California. It was still based on the Tecnam P2006T, an Italian 4-seat twin engine light aircraft. The first iteration had two 60 kW electric motors, but it was noted at the time that the final version of the electric airplane would have 14 electric motors and propellers, 12 of the motors being attached to the wingtips. CleanTechnica interviewed Matt Redifer, NASA X-57 Maxwell Chief Engineer as well as Matthew Kamlet, NASA Media Fusion Aeronautics Public Affairs Specialist, about the plane and the industry in general in November 2019. Check that interview out for more details. In March of this year, NASA published images of the final version of this electric 4-seater, Mod IV. They look like photos, but are still just artist concept images. Have a look: The location of the concept images is NASA's Armstrong Flight Research Center, which is part of Edwards Air Force Base in California. "For more than 70 years, this location has been home to many historic X-planes, or experimental aircraft, responsible for expanding the envelope and pushing the limits of aviation - a tradition that NASA is keeping alive through the Aeronautics Research Mission Directorate," Matt Kamlet of NASA wrote. "The X-57, which is NASA's first piloted X-plane in two decades, is seen here in its final all-electric configuration, known as Modification IV, or Mod IV. This configuration will feature a skinny, high-aspect ratio wing, designed to boost efficiency by reducing drag in flight, and electric cruise motors with five-foot diameter propellers on the wingtips, to recover energy that would otherwise be lost to wingtip vortices." One of the unique features of the X-57 Maxwell is the row of 12 "high-lift motors and propellers" that run along the wings of the plane. They help the plan take off at industry-standard speeds. "These motors will activate during takeoff, spinning the propellers, and will deactivate during cruise mode, at which point the propeller blades will fold in to the nacelles, as seen in two of the above images, reducing drag." One thing NASA is using the X-57 for is to help create certification standards for electric aircraft. Life At The Lab: All-Electric in the Air https://cleantechnica.com/2020/06/19/little-nasa-electric-airplane-soon-coming-to-life/ Back to Top How Russia's MiG-21 Became The Most-Produced Supersonic Jet In Aviation History Military aircraft can have notoriously short lifespans, especially during periods of technological ferment. The most elite aircraft of World War I could become obsolete in a matter of months. Things weren't much different in World War II. And at the dawn of the jet age, entire fleets of aircraft became passé as technologies matured. The advanced fighters that fought in the skies over Korea became junk just a few years later. But a few designs stand the test of the time. The B-52 Stratofortress first flew in 1952, yet remains in service today. New C-130s continue to roll off the production line, based on a design that became operational in 1954. But those are bombers and transport aircraft; they don't fight one another. Fighters face a special problem of longevity, because they must compete directly with newer models. Thus, very few fighters have had long lifespans, either in production or in service. The MiG-21 "Fishbed" is an exception. Origins Initial suitability studies for the MiG-21 began in 1953. The success of the MiG-15 and MiG-17 suggested that Soviet aerospace engineers could compete with their Western counterparts, and with the MiG-19 the Soviets had their first supersonic fighter. However, technology changed so quickly in the first two decades of jet flight that the fighters that had dominated the Korean War were effectively obsolete by the mid-1950s. MiG-15s could cut apart a formation of B-29s, but couldn't even catch modern American bombers. The Soviets intended the MiG-21 to change that, while also providing an effective air superiority option. The MiG-21 (eventually dubbed "Fishbed" by NATO) would exceed Mach 2.0, with an internal cannon and the capacity to carry between two and six missiles (the Fishbed actually preceded the missiles into service). Like most fighters the MiG-21 would eventually serve in a ground attack role, in which it can carry a limited number of bombs and rockets. As with many of their fighters, the Soviets preferred to operate the MiG-21 from ground control, eliminating the need for bulky, sophisticated radar equipment. Altogether, the USSR would build 10,645 Fishbeds between 1959 and 1985. India would construct another 657 under a licensing and technology transfer agreement with Moscow, while Czechoslovakia built 194 under license. Under complicated and somewhat dubious circumstances, the People's Republic of China acquired sufficient aircraft and technical documents to reverse engineer the MiG-21 into the Chengdu J-7/F-7. China produced around 2,400 Fishbeds between 1966 and 2013. The combined numbers make the Fishbed by far the most produced supersonic aircraft in world history. Longevity With the MiG-21, engineers sorted through a set of basic problems that future research could not substantially improve upon. Modern fighters don't fly much faster than the MiG-21, or maneuver much more capably. While they do carry more ordnance and have more sophisticated electronic equipment, many air forces can treat these as luxuries; they simply want a cheap, fast, easy-to-maintain aircraft that can patrol airspace and occasionally drop a few bombs. The Fishbed fits the bill. To be sure, the Fishbed would not have been a particularly useful fighter in Western service. It has short legs, cannot carry a great deal of ordnance and lacks the space for sophisticated electronic equipment. The shape of its cockpit limits pilot awareness. However, it aptly fulfilled the Soviet need for a ground control intercept fighter that could fly and fight over the battlefields of Western Europe, as well as act in a limited interceptor role. During the Cold War, the United States came into possession of a number of MiG-21 variants (eventually purchasing a squadron of J-7s from China). Generally speaking, American pilots spoke well of the plane, and it performed more than adequately in aggressor training situations. Indeed, highly trained American pilots probably pushed the MiG-21 farther than most Soviet pilots could have done. The Fishbed at War The MiG-21 never saw combat on the Central Front in a NATO-Warsaw Pact war, but it certainly has seen its share of action. In Vietnam, pencil-thin MiG-21s found that they could take advantage of American rules of engagement by using their size and speed to cut through bomber packages before U.S. fighters could visually identify and target them. The size and maneuverability of the Fishbed also allowed them to evade early air-to-air missiles. After attacking, the MiGs would run for home. One exception to this pattern came on January 2, 1967, when a group of F-4 Phantom IIs under the command of legendary pilot Robin Olds tricked North Vietnamese commanders into a disastrous engagement. The Phantoms shot down seven Fishbeds that day, including one flown by Nguyen Van Coc, who would survive the crash and accumulate nine kills over the rest of the war. This would mark Nguyen as the most successful Fishbed pilot of all time, although several other Vietnamese and several Syrian pilots would achieve ace distinction while flying the MiG-21. The MiG-21 saw extensive service in wars across the Middle East. The fighter-bombers of the Israeli Defense Force devastated Egyptian and Syrian Fishbeds in the opening strikes of the Six-Day War. Fishbeds fought Israeli fighters in the War of Attrition, the Yom Kippur War and the Lebanon War, generally suffering badly at the hands of outstanding Israeli pilots. In one case, Israeli fighters ambushed and destroyed several MiG-21s flown by Soviet pilots. The success of Western aircraft against the Fishbed in the Middle East, as well as in Angola, caused many to conclude that Soviet fighters were outclassed by their Western counterparts. However, pilot training issue make comparison difficult. The MiG-21 performed more than adequately in comparable pilot training contexts. For example, Indian MiG-21s flew in the 1965 Indo-Pakistani War, and achieved kills in the 1971 War and the Kargil War. Fishbeds also acquitted themselves well in air combat in the Iran-Iraq War. Upgrades The number of operational MiG-21s began declining in the late 1980s and 1990s, as more modern models replaced them in front-line service, and after the collapse of the Soviet Union led to the dramatic reduction of Russian strength. Soviet client states felt the pinch as well, and could no longer keep their aircraft in service. However, numerous air forces continue to use the MiG-21 and its Chinese variants. The MiG-21 currently serves in eighteen air forces worldwide, including two members of NATO (Romania and Croatia). Fishbeds flew in about forty other air forces (counting is difficult because sometimes countries ceased to exist before the MiGs that served them) since 1960. The J/F-7 serves another thirteen countries, and has been retired by four. China, Russia, and Ukraine still carry out maintenance and update work on existing aircraft. The advent of 3D printing may make it even easier for current operators to keep their Fishbeds in service, as they can produce spares and upgrades in country. Few of the Fishbeds in service today bear much resemblance to the fighter that rolled off the line in 1959. They carry different, far more sophisticated weapons, including the R-60 AAM, the Magic 2 and the Python III. This makes them far more lethal than their older cousins. Moreover, upgrades to their electronics have improved their radar and communications equipment, and have made possible the delivery of precision-guided munitions. Will the MiG-21 (Or a Variant) Remain in Service in 2059? China has ended production on the J-7, meaning that we have seen the last MiG-21 variant roll the assembly line. Croatia and Romania will dispose of their Fishbeds in the next five years. After a spate of accidents, India is finally retiring its MiG-21s (assuming it can ever actually acquire or produce a replacement). Chinese J-7s have been relegated to local defense and training duties. This hardly means the end of the Fishbed, however. Many of the J-7 and F-7 models remain of fairly recent vintage, and can stay in service for quite some time. Bangladesh acquired the last dozen F-7s in 2013, and won't need a replacement anytime soon. And plenty of air forces simply have no requirement for anything much more sophisticated or expensive than a Fishbed. There may never be a hundred-year fighter (although the B-52 may quite possibly reach that number before final retirement). The MiG-21 will easily reach sixty, however, and probably seventy without breaking a sweat. It remains one of the iconic fighters of the supersonic age. https://news.yahoo.com/russias-mig-21-became-most-103000280.html Back to Top Manufacture of sustainable aircraft is one step closer The manufacture of sustainable aircraft is a step closer thanks to an invention from the Saxion University of Applied Sciences in the Dutch city of Enschede. In cooperation with GKN Aerospace and other partners, the ThermoPlastic composites Application Center (TPAC, part of Saxion University of Applied Sciences) has found a way to recycle used aircraft parts made of thermoplastic carbon fiber composite. They subsequently develop new high-grade products from these. Parts based on this material have recently been successfully tested on a series of flights with rotorcraft. According to Saxion, this application, which is made entirely from recycled materials, is a worldwide first in the aviation industry. It is the result of a fruitful collaboration between Dutch researchers and the industry. Recycled waste material from thermoplastics The parts - two compressed access panels made from recycled thermoplastic waste material - were developed in the Dutch TPC-Cycle research program. GKN Aerospace delivered the final product in June 2019. TPC-Cycle is managed by TPAC at the Saxion University of Applied Sciences. Not only is the product made from recycled material 9 % lighter than conventional technology, it is also much more sustainable. According to TPAC's calculations, the part reduces CO2 emissions during manufacture by approximately 80 %. In addition, the process that was developed delivers a much shorter manufacturing time and considerable cost savings. Carbon fiber is as strong as steel. Yet it has the added advantage that it is a lot lighter than aluminum. Thermoplastic carbon fiber composite is already widely used in the aircraft industry for this reason. Whereas aluminum is easily recyclable this has posed problems for carbon fiber composite up until now. But this now seems to be achievable with the method from GKN Aerospace and TPC-Cycle. Potential for other industries as well "Not only are the successful tests providing significant added value for the aviation industry, but they also have plenty of potential for other industries where sustainability and the use of lighter materials are becoming increasingly important," says Ferrie van Hattum. He is a lecturer in Lightweight Construction at Saxion and scientific director of the TPAC. GKN Aerospace, the partner in this research program and the parent company of Fokker, is a leader in the thermoplastic technology field within the aviation sector. The company manufactures, among other things, thermoplastic composite rudders, elevator tails, and aircraft fuselage panels. These are all used on a wide range of aircraft. About Saxion and TPAC Saxion University of Applied Sciences focuses on education, research, and entrepreneurship. TPAC is a research center that conducts research based out of Saxion in collaboration with numerous companies, SMEs in the main. New technologies are being developed for the use of thermoplastic composites in a wide variety of applications. Apart from that, research is also being carried out into automating various processes. And into the recycling of thermoplastic composites. Working with Saxion are ThermoPlastic Composites Application Center (TPAC), ThermoPlastic Composites Research Center (TPRC), GKN Fokker, Toray Advanced Composites (TAC), Dutch Thermoplastic Components (DTC), Cato Composites and Nido Recycling Techniek (NRT). Saxion students have also participated in this project. https://innovationorigins.com/manufacture-of-sustainable-aircraft-is-one-step-closer/ Back to Top Insider Q&A: Honeywell CEO Gears Company For Pandemic Shifts Honeywell no longer sells its iconic home thermostats, but it's still in the business of making control systems for buildings and aircraft. That's put the 114-year-old conglomerate in a tough spot as workplaces have gone vacant and flights grounded in response to the coronavirus pandemic. Darius Adamczyk, who became CEO in 2017, spoke with The Associated Press about how the business is adjusting to the pandemic, diverting resources to build personal protective equipment and continuing a quest for a powerful quantum computer that works by trapping ions. The interview has been edited for length and clarity. Q: How is the crisis affecting some of your your core business segments, especially aerospace? A: The air transport segment obviously is impacted the most because it's tied to air travel and production of new aircraft. Business aviation is depressed as well. The third segment, which has been fairly resilient, is defense and space. We expect to see growth in that segment even this year. Q: You've had to do layoffs? A: Unfortunately, we've had to take some cost actions. It's a bit more drastic in aerospace and our (performance materials) business and much less so in some of the other businesses. Some of the actions we've taken have been to do temporary things. We've created a $10 million dollar fund for employees who are financially impacted by COVID. We extended sick leave for a lot of our hourly employees. Taking care of our employees is the No. 1 priority and making sure that they're healthy and safe, but also protecting the business long-term because the economic conditions are severe. Some of the levels of fall off here in Q2 are much more dramatic than we saw in the 2008/2009 recession. Q: How did Honeywell get into building a quantum computer? A: One of the bigger challenges in making a quantum computer work is the ability to really control the computer itself. The way we kind of came into this play is we've had the controls expertise, but we didn't have so much trapped ion expertise. Q: How does your approach differ from from what Google and IBM have been trying to do? A: I don't know exactly technically what they're doing. Some of these things are very proprietary and very secret. But we're very confident in terms of the public announcements and what we've been able to learn from some of the publicly available information that we, in fact, have the most powerful quantum computer in the world. It's going to get better and better by an order of magnitude every year. Q: How'd you go about re-purposing factories in Rhode Island and Arizona to make respiratory masks? A: We very quickly mobilized a couple of facilities that we weren't fully utilizing. Something that would normally take us nine months took us literally four to five weeks to create. We've gone from zero production to having two fully functioning facilities, making about 20 million masks a month. Q: President Trump didn't wear a mask while visiting Honeywell's Arizona factory in May. Did he talk to you about whether he should wear a mask? A: No. Q: What did he talk about? A: He was very kind in his comments about the kind of contribution Honeywell has made, not just today, this crisis, but really in other times of crisis, such as in World War II and some of the other technologies that we've provided in the past. So I think it was certainly nice to hear. https://www.mymotherlode.com/news/national/1089105/insider-qa-honeywell-ceo-gears-company-for-pandemic-shifts.html Back to Top US senators introduce legislation to increase FAA oversight of aircraft certification US senators on Tuesday introduced legislation that would reform the Federal Aviation Administration's (FAA) aircraft certification process. The bill, titled the Aircraft Safety and Reform Act of 2020, seeks to give the FAA more authority over the aircraft certification process. The proposed legislation is the first attempt at reform after the Boeing 737 MAX crashes in 2018 and 2019, and it allows the FAA to hire and dismiss safety inspectors, engineers, and other employees of aircraft manufacturing companies engaged in FAA certification tasks. It also includes provisions that ensure that human factors, such as pilot recognition of and response to cockpit alerts, are included in safety assessments for new aircraft. There are also new whistleblower protections, as well as fortified channels for reporting safety issues during certification. The legislation would create a new Center for Excellence to advance flight technology and understanding of how humans interface with it, require continuing education and training for inspectors and engineers, and increase funding for scientific and technical advisors. Senator Maria Cantwell and Chairman Roger Wicker introduced the legislation. On the need for the bill, Cantwell said, "Safety is paramount. A primary goal of this legislation is to make sure the FAA remains in the driver's seat when it comes to certification." https://www.jurist.org/news/2020/06/us-senators-introduce-legislation-to-increase-faa-oversight-of-aircraft-certification/ Back to Top Ontario International Airport is on Welcome Back Track As airlines begin to see increasing numbers of air travelers, Ontario International Airport (ONT) is poised to welcome travelers back to the airport with open arms - and a video showing many of the steps taken to help make their return safe and secure. The one-minute video, which will appear on ONT social media platforms and in the airport's terminals beginning today, provides a brief overview of the initiatives undertaken to keep facilities clean and reduce potential exposure to the coronavirus. The precautionary measures include: Installation of commercial kiosks which offer face covers, disposable gloves, disinfectant wipes and alcohol-based hand sanitizer. Deep cleaning of public and employee areas of the airport, such as restrooms, lunchrooms and retail and dining concessions with high-powered disinfectant. More intensive efforts to sanitize high-touch surfaces such as doorknobs, hand railings, counters and water fountains. Additional hand sanitizer stations positioned throughout the airport. Passenger screening trays treated with powerful antimicrobial technology to inhibit the growth of bacteria on tray surfaces remain in use at security checkpoints. Placement of appropriately spaced floor markers throughout the terminals to encourage proper social distancing. Ontario also directed its contractor, Diverse Facility Solutions, to spray every surface of the airport nightly with a highly effective disinfectant using Protexus, a cordless electrostatic sprayer that charges a dilution of a 3M disinfectant product known to be effective against coronaviruses. The fine mist adheres to hard, non-porous surfaces as well as to soft surfaces such as fabrics and upholstery. The electrostatic charge causes the spray to attach to the surface bringing 360-degree, touchless disinfection and sanitizing capabilities. The product dries in 10 minutes. "We recognize that as travelers return to the airport in greater numbers, they may have questions about the safeguards put in place to help reduce exposure to potentially harmful bacteria and viruses," said Mark Thorpe, ONT's chief executive officer. "Since the onset of the Covid-19 pandemic, we have intensified practices for keeping passenger terminals clean, undertaken new initiatives to increase confidence among customers that they are safe in our airport and worked hard to prepare for the day when airline passengers return to more normal travel routines." Officials are also reminding ONT travelers, visitors and other guests to wear appropriate face coverings, wash hands with soap and water frequently and avoid touching their face, all prudent measures to help protect themselves and others from the coronavirus. On Thursday, California Gov. Gavin Newsom mandated the use of face coverings in public places, including airports. https://www.aviationpros.com/airports/airports-municipalities/press-release/21142867/ontario-international-airport-ont-ontario-international-airport-is-on-welcome-back-track Back to Top Elon Musk's SpaceX applies for telecom licence as it eyes bringing internet to remote Canada The rocket and spacecraft-building company founded by Tesla Inc. chief executive Elon Musk has applied for a telecom licence in Canada, according to a regulatory filing. Space Exploration Technologies Corp. is seeking a Basic International Telecommunications Services (BITS) licence, which would authorize the company to carry telecommunications traffic between Canada and another country, according to the website of the Canadian Radio-television and Telecommunications Commission. The move could potentially help the company with its plans to bring high-speed internet to remote parts of Canada. SpaceX has launched several "Starlink" missions, which are intended to deliver satellites into space that could then be used to provide high-speed broadband internet to places that may not currently have such service available, accessible or affordable to them. The Starlink program's website also says it is "targeting service in the Northern U.S. and Canada in 2020, rapidly expanding to near global coverage of the populated world by 2021." SpaceX's application, a notice of which was posted on May 20, has garnered a number of supportive submissions to the regulator. One such message was from Kenneth Flack, a municipal councillor for Pointe-Fortune, Que., who wrote that the absence of high-speed internet "severely limits the community to participate fully as a connected member of society," including for businesses, children and seniors who may be isolated during the coronavirus pandemic. "I encourage the CRTC to accelerate the acceptance of this application for provisioning of services such as this without delay, as it will also provide the capability for our communities to deal with and recover from this pandemic," Flack wrote. "The Space X - Starlink Internet Services project as a whole, specifically benefits those most in need, and the most disadvantaged." The CRTC's deadline for comments on the application is Friday. SpaceX said it launched its eighth Starlink mission on June 3, which included "the first Starlink satellite with a deployable visor to block sunlight from hitting the brightest spots of the spacecraft." Hawthorne, Calif.-based SpaceX was also behind a recent first, as astronauts from the U.S. National Aeronautics and Space Administration launched in one of the company's spacecraft in May. It was the first time in history that NASA astronauts "have launched from American soil in a commercially built and operated American crew spacecraft on its way to the International Space Station," the agency said. https://business.financialpost.com/technology/elon-musk-spacex-canadian-telecom-licence Curt Lewis