June 25, 2020 - No. 046 In This Issue European Aviation Unites in Calls for Support for Green Recovery from COVID-19 Accel-KKR Joins ParkerGale In Backing ATP's Acquisition of Flightdocs ZeroAvia Targets Commercial Hydrogen Aircraft Ops by 2023 Aviation company's archive donated to Cornell library Historic military plane to prepare aircraft mechanics at CV Tech. Bengaluru Airport installs aviation weather monitoring system TSA's Plan to Address Evolving Threats to Travelers Relies on Innovative Technology IATA Proposes Alternatives to Quarantine General Atomics Developing Automated Tasking of ISR Platforms with Metis Application Hydrogen-powered aviation: Preparing for take-off European Aviation Unites in Calls for Support for Green Recovery from COVID-19 With the gradual restarting of passenger air transport in the coming weeks, leaders from over a dozen air transport associations representing Europe's aviation sector today issued an urgent call for EU leaders to prioritize specific decarbonization initiatives in their allocation of future COVID-19 recovery funding. European aviation continues to reel from the sudden collapse of the air transport system over the last months and is amongst the sectors most heavily impacted. But these challenges are compounded by the need to meet ambitious climate change goals going forward. Ensuring an accelerated deployment of existing decarbonization solutions and adequate investments to bring new technologies forward will be key - investments which should be at the heart of the EU's COVID-19 recovery strategy. In the meantime, existing financial instruments, such as loans, could also be made available to provide urgent relief. Europe's aviation sector is committed to contributing to the recovery of European economies in line with the Green Deal objectives, and to the benefit of all. The sector therefore calls on policymakers to include smart measures to support Europe's civil aviation sector during its recovery. This requires ensuring that aviation climate action is eligible for funding under the mechanisms foreseen by Next Generation EU and the new Multi-annual Financial Framework (MFF). "As we begin the recovery process from the COVID-19 pandemic, it is essential that the aviation industry continue to make strides towards achieving our environmental sustainability goals. If properly structured, these investment measures would further general and business aviation industry efforts to reduce carbon emissions and improve its environmental performance," said Pete Bunce, GAMA President and CEO. A combination of public and private investment is necessary to allow air transport leaders to speed up work to decarbonize the sector - in line with the EU goal of climate neutrality by 2050. Specific proposals include: 1. Boosting the production and uptake of Sustainable Aviation Fuels (SAF) in Europe through a dedicated and stable set of policy measures and public investment plans. Such measures would notably be welcomed within the "ReFuel EU Aviation-Sustainable Aviation Fuels" initiative and include: Direct capital investment (or ownership) in SAF production facilities, enabling the necessary de-risking required to debt finance projects as well as the execution of off-take contracts with aircraft operators; Making Europe the center of excellence for the development and production of SAF through the construction and funding of commercial scale SAF projects from globally approved technology pathways. 2. Implement a green incentive scheme for airlines and aircraft operators to replace older aircraft (fixed wing and helicopters) with more modern and environmentally friendly aircraft. Use public funds dedicated to the recovery to provide such incentives to aircraft operators. On average, new aircraft models are 20% - 25% more fuel-efficient and produce less noise compared to previous generations. Such an incentive scheme would speed up the green transition towards the EU's shorter term ambition of 2030. 3. Increase public funding and public co-funding rates for Civil Aviation Research & Innovation (Clean Aviation and SESAR): Use resources from the recovery funds to inject additional capital beyond the amount that will be provided through the MFF and Horizon Europe, in particular. European disruptive technologies and innovative fuels, including hydrogen, can generate deep and long-term emissions reductions towards the EU's Climate Neutrality in 2050. 4. Continued investment in the European Air Traffic Management system (ATM): Enhance the benefits of the Single European Sky and temporarily provide 100% public funding for the deployment of SESAR technologies with proven sustainable and environmental benefits. Such funds should benefit all stakeholders that will need to contribute to the deployment of new technologies, including airports, airspace users and air navigation services providers. 5. Investment in sustainable airport and heliport infrastructure: Ensure funding eligibility of projects related to energy efficiency, renewable energy and electrification (e.g. improving the energy efficiency of terminal buildings, renewable energy generation on-site, supply of electrical ground power to aircraft on stand, electrification of ground vehicle fleets, etc.) Air transport associations calling for green recovery support from COVID-19 include Aerospace & Defence Industries Association of Europe (ASD); Airlines International Representation in Europe (AIRE); Airports Council International Europe (ACI EUROPE); Airlines for Europe (A4E); European Regions Airline Association (ERA); Civil Air Navigation Services Organisation (CANSO); European Helicopter Association (EHA); European Business Aviation Association (EBAA); European Travel Commission (ETC); Ceemet - European Tech & Industry Employers; General Aviation Manufacturers Association (GAMA); International Air Transport Association (IATA); and International Aircraft Owner and Pilots Association - Europe (IAOPA Europe). https://www.aviationpros.com/aircraft/business-general-aviation/press-release/21143451/general-aviation-manufacturers-association-gama-european-aviation-unites-in-calls-for-support-for-green-recovery-from-covid19 Back to Top Accel-KKR Joins ParkerGale In Backing ATP's Acquisition of Flightdocs CHICAGO and MENLO PARK, Calif., June 24, 2020 /PRNewswire/ -- Accel-KKR and ParkerGale joined forces to back ATP in its acquisition of FlightDocs, a provider of maintenance tracking software for the business aviation industry. Founded nearly fifty years ago, ATP provides aircraft maintenance information, predictive diagnostics, and troubleshooting software to over 6,700 aviation customers worldwide. ParkerGale, a technology-focused buyout fund based in Chicago, acquired ATP in 2015 and subsequently added on CaseBank Technologies in 2016. ParkerGale co-founder and ATP Board Chairman, Devin Mathews, said, "We have been trying to convince Flightdocs' owners to join the ATP family for a few years, and we are so pleased to have finally put the companies together. We have ambitious plans for ATP as one of the largest aviation software companies and we are excited to have Accel-KKR's support in the endeavor. We couldn't be happier with the partnership between our firms." "We are excited to support ATP's acquisition of Flightdocs to create a unique combination of mission-critical solutions for the business aviation industry that help make flying safer and more reliable," said Joe Porten, Principal of Accel-KKR's growth capital fund. "ParkerGale has a track record of investing in quality, founder-run, profitable growth-oriented software companies, which aligns well with Accel-KKR and we look forward to working with both ParkerGale and the ATP management team in the coming months and years." Mr. Porten will join the ATP Board of Directors. While ParkerGale retains majority ownership of ATP, Accel-KKR's minority investment comes from Accel-KKR's growth capital fund as well as credit financing from Accel-KKR Credit Partners. The combination of equity and debt funding demonstrates Accel-KKR's flexible model for capital investment and the firm's commitment to leveraging the right solutions to support management in achieving the company's growth potential. "We are pleased that ATP and ParkerGale came to us for our software focus," said Samantha Shows, Managing Director of Accel-KKR Credit Partners. "But just as importantly, they recognize that we have the flexibility to support their vision by providing the right types of capital solutions that enable growth. It is something that we pride ourselves on at Accel-KKR: being a true partner to management in pursuit of the company's potential." Maintenance operations have become more complex over time, and technology solutions help customers reduce operating costs, improve reliability and support technical knowledge sharing. With Flightdocs joining the ATP family, the combined company will become a leader in the aviation industry by providing a comprehensive range of technical publications, troubleshooting, diagnostics and maintenance workflow solutions under one umbrella. The combined company now supports 75,000 maintenance professionals across more than 7,500 customers in 137 countries. Kirkland & Ellis provided legal support for the transaction. Cafferty & Company provided debt capital markets support. Harris Williams provided ParkerGale with buyside advisory services. About ParkerGale: ParkerGale Capital is a small private equity firm based in Chicago that buys profitable, founder-owned technology companies and corporate carve-outs where the firm's operating resources can have a meaningful impact on the outcome. ParkerGale also hosts the private equity industry's only podcast, the PEFunCast with almost a million downloads. Please visit www.parkergale.com to learn more. About Accel-KKR: Accel-KKR is a technology-focused investment firm with over $9 billion in capital commitments. The firm focuses on software and IT-enabled businesses, well-positioned for topline and bottom-line growth. At the core of Accel-KKR's investment strategy is a commitment to developing strong partnerships with the management teams of its portfolio companies and a focus on building value alongside management by leveraging the significant resources available through the Accel-KKR network. Accel-KKR focuses on middle-market companies and provides a broad range of capital solutions including buyout capital, minority-growth investments, and credit alternatives. Accel-KKR also invests across a wide range of transaction types including private company recapitalizations, divisional carve-outs and going-private transactions. Accel-KKR is headquartered in Menlo Park with additional offices in Atlanta and London. Visit accel-kkr.com. About Accel-KKR Credit Partners: Accel-KKR Credit Partners provides strategic financing to leading software businesses. Accel-KKR Credit Partners provides non-dilutive investments to founder-owned businesses and flexibility to institutionally-owned businesses. Accel-KKR Credit Partners has completed 25 investments and deployed over $300 million in capital. Use of proceeds include acquisitions, dividends, shareholder buy backs and growth. https://www.prnewswire.com/news-releases/accel-kkr-joins-parkergale-in-backing-atps-acquisition-of-flightdocs-301082569.html Back to Top ZeroAvia Targets Commercial Hydrogen Aircraft Ops by 2023 Hydrogen fuel cell propulsion pioneer ZeroAvia this week conducted the first flight with its latest powertrain in a six-seat Piper M-Class aircraft. The flight was made on June 23 from Cranfield University's airfield in the UK where it is working on the government-backed HyFlyer program to advance zero-emissions aviation. According to California-based ZeroAvia, the flight was the first made in the UK involving what it defined as a "commercial-scale" aircraft powered by hydrogen. The company says it intends to have a 10- to 20-seat aircraft certified with hydrogen propulsion within three years, and a 50- to 100-seat model by 2030. By 2040, it believes it could be possible for aircraft carrying 200 passengers to make flights of more than 3,000 nm. For the HyFlyer flight trials, the Piper's single piston engine has been replaced by a powertrain consisting of electric motors, hydrogen fuel cells, and gas storage. According to ZeroAvia, this combination offers a significantly more efficient energy-to-weight ratio than battery-based all-electric propulsion and will make commercial operations viable more quickly in larger aircraft than the numerous small eVTOL models now in development. Later this summer, ZeroAvia intends to make a flight of almost 300 nm from Cranfield in southern England to the Orkney islands in the north of Scotland. This is where the company's partner EMEC Hydrogen is based and where it is working on infrastructure to use renewable energy to produce so-called green hydrogen to fuel aircraft. ZeroAvia believes that by 2023 it could have a hydrogen-powered aircraft ready to start commercial operations carrying up to 20 passengers on trips of up to around 500 nm. It says that operating costs will be lower than for an all-electric aircraft, in part because the technology does not require batteries to be replaced. The HyFlyer program is supported by the UK government's Innovate UK and Aerospace Technology Institute research and technology projects. Its aim is to replace conventional propeller engines in medium-sized passenger aircraft for regional airline operations. ZeroAvia started some test flights with the re-engined Piper M-class aircraft in California during 2019. It is also partnered with Intelligent Energy, which is adapting its evaporatively-cooled fuel cell technology for aviation use. https://www.ainonline.com/aviation-news/air-transport/2020-06-23/zeroavia-targets-commercial-hydrogen-aircraft-ops-2023 Back to Top Aviation company's archive donated to Cornell library The archive of Shannon Engineering Inc., an aviation company that specialized in "hush kits" to muffle the roar of Boeing 707s during takeoff, has landed in Cornell University Library's Division of Rare and Manuscript Collections. Containing more than 400 reports and technical drawings detailing various airplanes, helicopters and engine types, the archive is a valuable primary source for scholars researching commercial air travel, aerospace technology, aviation regulation and related topics, said Jill Powell, engineering librarian at Cornell. "There are going to be people looking at this who are interested in the way engineers worked back in this time period, between 1970 and 2008, when the company was operating," Powell said. The archive also gives would-be entrepreneurs a lesson in finding opportunity in times of adversity and change: Getting laid off from Boeing sparked Jack Shannon to start his company, which focused on aircraft performance analysis, testing and certification. When international noise regulations became more stringent, he jumped on the idea of retrofitting Boeing 707 engines to make them compliant. Shannon credited his company's success to his team of "experts who cared" about aviation; he donated the company's archive to Cornell University Library to preserve and make their work accessible for generations of flight scholars and enthusiasts. "This is a profound compliment to the engineers and employees of Shannon Engineering," he said. More information about the Shannon Engineering archive is available at Cornell University Library's LibGuide online resource. https://news.cornell.edu/stories/2020/06/aviation-companys-archive-donated-cornell-library Back to Top Historic military plane to prepare aircraft mechanics at CV Tech A U.S. military airplane built in the mid-1950s to prepare young pilots for flying an array of Vietnam-era jets has been recalled to active (non-military) duty. The North American Aviation (NAA) T-28C was replaced by more modern military aircraft in the early 1980s. Now, one of these historic planes will be used to prepare aircraft sheet metal workers and mechanics for Airframe and Powerplant (A&P) licensure at Canadian Valley Technology Center's El Reno Campus. CV Tech has a storied history in support of the aerospace industry. Aviation Maintenance Technology is among just a handful of CV Tech's oldest programs. For five decades, CV Tech has helped launch the careers of men and women desiring to work in Oklahoma's No. 1 industry besides energy. Aerospace and defense employ more than 120,000 people at five military installations, two national guard operations and numerous aerospace support companies. The world's largest Department of Defense air depot and its largest airline manufacturing, repair and overhaul facility are located here. Recently, one of CV Tech's two aviation maintenance instructors went looking for an additional aircraft to complement the school's fleet, which is used to develop in students a broad knowledge of aircraft systems including installation, overhauling and testing procedures. Students inspect, repair, troubleshoot and maintain aircraft components. The Federal Aviation Administration requires 1,980 hours (or 20 months) for the program, which operates each weekday from August to May and Monday through Thursday in summer months. John St. Germain, 78, of Houston, has owned a T-28C for nearly a quarter-century, but it had to be registered as a T-28C/St. Germain since it had to be rebuilt from matching parts spread between a building and a field. St. Germain is a retired U.S. Army combat Infantryman (1964-68) who served during the height of the Vietnam War. He also has an A&P license and relishes the notion that he is giving back to future mechanics and sheet metal workers by donating the aircraft to CV Tech. "It was a popular aircraft in its day in the mid 50s," St. Germain said of the T-28C. "It developed it into ground support (for counter-insurgency), and you could do anything but fight other airplanes with it." Preserved flight logs indicate the plane was used almost exclusively as a pilot trainer on aircraft carriers. The "C" or "Charlie" version was one of three T-28 versions flown by the U.S Air Force and U.S. Navy. It was intended to approximate the "feel" of the military's latest jet fighters, according to information supplied by Boeing, which ultimately acquired NAA. The tandem-seat T-28C was powered by a Curtis Wright R-1820, 9-cylinder radial engine, which generated 1,425 horsepower and a top speed approaching 350 mph. They operated with a 37,000-foot ceiling. The plane has a height of 12.6 feet, a length of 34 feet and a wingspan of 40 feet. St. Germain bought the plane to fly it but changed the color to suit him. "I had a paint shop put a Navy gray color on it, but it did once have an orange nose area as if it were used in Navy training," he said. Fight logs indicate this aircraft had roughly 9,000 flight hours in the training cycle. St. Germain said the logs also make note of several repairs, presumably minor student accidents. Tail hook-equipped "Charlies" first took to the skies in September 1955. There were 299 T-28Cs built by NAA for the Navy, and another 72 T-28As were converted for use as "Charlies," according to Boeing data. They were equipped with smaller three-blade props in order to land them on carriers. https://www.chickashanews.com/community/historic-military-plane-to-prepare-aircraft-mechanics-at-cv-tech/article_2c7527f8-b5ab-11ea-b916-57c4910f6bd9.html Back to Top Bengaluru Airport installs aviation weather monitoring system Kempegowda International Airport, Bengaluru (BLR Airport) has installed an aviation weather monitoring system (AWMS) at its new runway. Following this, the airport becomes the first in India to have AWMS technology, developed by Bengaluru-based CSIR-National Aerospace Laboratories (NAL), at both ends of the new runway. The airport has also inducted four Drishti transmissometers, developed by NAL, in association with the Indian Metrological Department (IMD), to measure the Runway Visibility Range (RVR). It is suitable for all categories of airports such as CAT I, CAT II, CAT III A and B and measures RVR down to 25 metres. With AWMS and RVR integrated, the data is displayed on one single display screen. With the web-enabled feature, the data can be accessed, and maintenance can be carried out from any location. The BLR airport campus has also been opened for cyclists. A dedicated cycle parking facility will be available near The Quad by BLR to help cyclists enjoy the space while their bikes are monitored by the airport's security systems. In other news, the north runway of the BLR airport has been closed for rehabilitation. The work includes strengthening and resurfacing of the runway as well as the installation of runway centerline lights. Once complete, these enhancements will offer flexibility to operate both runways in low visibility and adverse weather conditions. The work is expected to be completed by the end of 2020. All flight operations during this period will be from the new south runway. https://www.businesstraveller.com/business-travel/2020/06/24/bengaluru-airport-installs-aviation-weather-monitoring-system/ Back to Top TSA's Plan to Address Evolving Threats to Travelers Relies on Innovative Technology The Transportation Security Administration is eager to keep abreast of the ever-changing threats facing American travelers, which will include improving the agency's technology-procurement, development and delivery-according to a new guidance document from Administrator David Pekoske. The document published Tuesday-entitled, "TSA Administrator's Intent 2.0," or AI 2.0-builds on the eight-year TSA Strategy document released in 2018. "As we look towards the future, we recognize the need to accelerate new and innovative screening concepts to create a near-contactless experience at the checkpoint," TSA Administrator David Pekoske wrote in his introduction letter. "We will continue to pursue advancements in technology and procedures to allow for more automation as we provide for the security of the traveling public in the future, no matter the threat." The document divides the agency's goals into three buckets: improve security and safeguard the transportation system, accelerate action and commit to our people. All three of these goals have distinct technology components. "We will lead by example, strengthening operations through powerful and adaptable detection capabilities, intelligence-driven operations, and enhanced vetting," the administrator said of the first goal, much of which will rely on technology. The document notes adversaries across the spectrum-from lone actors to nation-states-use a variety of "sophisticated tactics" to try to attack or otherwise disrupt commercial aviation. "To outmatch this threat, we will invest in innovative technologies and processes to strengthen the effectiveness of our operations," the intent states. "Optimizing resources and improving frontline functions will further enable our people to mitigate threats and focus their attention where it matters most." Specific technology efforts include improving counter-drone systems at large airports. The first goal also focuses on increasing data collection and sharing to identify insider threats-TSA and contract employees-and potential passenger threats. Pekoske also notes the agency continues to explore how technology can improve customer experiences across the board while enhancing security and vetting. "We will embrace this shift by further improving information sharing and integration, pursuing expanded vetting and credentialing authorities and capabilities and modernizing information technology systems, while respecting privacy rights," the document states. The second goal of accelerating action will require the agency to encourage a "culture of innovation that anticipates and rapidly counters the changing threats across the transportation system" and enables the agency to quickly deploy new technologies to meet those threats. If done correctly, TSA officials hope to position agency leaders to make quick decisions using data, which will require building on its "business intelligence capability to provide improved data sharing, data analytics, informed decision-making and operational automation." This work will be done in conjunction with streamlining the procurement and approval process to help teams field innovative processes and technologies more quickly. Ideally, all of this work will be led by a "skilled workforce prepared and equipped to meet the challenges of tomorrow," as stated in the third goal. While that goal will focus on hiring skilled employees and training or reskilling the current TSA workforce, it will also require new technologies to be effective. To assist, TSA plans to "establish next generation training capabilities that leverage innovation and technology to facilitate distance, mobile and virtual learning," the document states. The agency will also need a better underlying IT infrastructure to support this skilled workforce. "Today's workforce requires access to advanced, reliable, and secure systems paired with a durable infrastructure," the intent states. "We will make the necessary investments in technology and security systems to enable our people to successfully carry out their responsibilities both on the frontlines and in mission support." Similarly, the document outlines seven focus areas, only one of which is explicitly about technology-the cybersecurity focus area-while the others all allude to the need to improve IT to accomplish the mission. With the administrator's intent established, the onus switches to designated lead offices and officials to make it a reality, including "drafting and maintaining implementation plans." "These implementation plans will identify the specific initiatives, activities, milestones, funding requirements, risks performance measures and provide a measurable end state," the document states. https://www.nextgov.com/emerging-tech/2020/06/tsas-plan-address-evolving-threats-travelers-relies-innovative-technology/166369/ Back to Top IATA Proposes Alternatives to Quarantine Geneva - The International Air Transport Association (IATA) urged governments to avoid quarantine measures when re-opening their economies. IATA is promoting a layered approach of measures to reduce the risk of countries importing COVID-19 via air travel and to mitigate the possibility of transmission in cases where people may travel while unknowingly being infected. "Imposing quarantine measures on arriving travelers keeps countries in isolation and the travel and tourism sector in lockdown. Fortunately, there are policy alternatives that can reduce the risk of importing COVID-19 infections while still allowing for the resumption of travel and tourism that are vital to jumpstarting national economies. We are proposing a framework with layers of protection to keep sick people from traveling and to mitigate the risk of transmission should a traveler discover they were infected after arrival," said Alexandre de Juniac, IATA's Director General and CEO. IATA encourages a layering of bio-safety measures in two areas: Reducing the Risk of Imported Cases Via Travelers Discouraging symptomatic passengers from traveling: It is important that passengers do not travel when ill. To encourage passengers to "do the right thing" and stay home if they are unwell or potentially exposed, airlines are offering travelers flexibility in adjusting their bookings. Public health risk mitigation measures: IATA supports health screening by governments in the form of health declarations. To avoid privacy issues and cut the risk of infection with paper documents, standardized contactless electronic declarations via government web portals or government mobile applications are recommended. Health screening using measures such as non-intrusive temperature checks can also play an important role. Although temperature checks are not the most effective screening method for COVID-19 symptoms, they can act as a deterrent to traveling while unwell. Temperature checks can also shore-up passenger confidence: in a recent IATA survey of travelers, 80% indicated that temperature checks make them feel safer when traveling. COVID-19 testing for travelers from countries perceived to be "higher-risk": When accepting travelers from countries where the rate of new infections is significantly higher, the arrival authority could consider COVID-19 testing. It is recommended that tests are undertaken prior to arrival at the departure airport (so as not to add to airport congestion and avoid the potential for contagion in the travel process) with documentation to prove a negative result. Tests would need to be widely available and highly accurate, with results delivered quickly. Test data would need to be independently validated so as to be mutually recognized by governments and securely transmitted to the relevant authorities. Testing should be for active virus (polymerase chain reaction or PCR) rather than for antibodies or antigens. Mitigating Risk in Cases Where an Infected Person Does Travel Reducing the risk of transmission during the air travel journey: IATA encourages the universal implementation of the Take-Off guidelines published by the International Civil Aviation Organization (ICAO). Take-Off is a temporary risk-based and multi-layered approach to mitigate the risks of transmitting COVID-19 during air travel. The comprehensive Take-Off guidelines are closely aligned with the recommendations of the European Union Aviation Safety Agency (EASA) and the US Federal Aviation Administration (FAA). These include mask wearing throughout the travel process, sanitization, health declarations and social distancing where possible. Contact tracing: This is the back-up measure, should someone be detected as infected after arrival. Rapid identification and isolation of contacts contains the risk without large-scale economic or social disruption. New mobile technology has the potential to automate part of the contact-tracing process, provided privacy concerns can be addressed. Reducing risk of transmission at destination: Governments are taking measures to limit the spread of the virus in their territory that will also mitigate the risk from travelers. In addition, the World Travel and Tourism Council (WTTC) Safe Travel protocols provide a pragmatic approach for the hospitality sector to enable safe tourism and restore traveler confidence. Areas of the industry covered by the protocols include hospitality, attractions, retail, tour operators, and meeting planners. "Safely restarting the economy is a priority. That includes travel and tourism. Quarantine measures may play a role in keeping people safe, but they will also keep many unemployed. The alternative is to reduce risks through a series of measures. Airlines are already offering flexibility so there is no incentive for sick or at-risk people to travel. Health declarations, screening and testing by governments will add extra layers of protection. And if someone travels while infected, we can reduce the risk of transmission with protocols to prevent the spread during travel or when at destination. And effective contact tracing can isolate those most at risk without major disruptions," said de Juniac. There are some hurdles to being able to implement the full suite of measures. "Data transmission, required for health declarations, testing and tracing, raises privacy concerns. And mutually recognized standards would be needed for testing. Governments have a common interest in finding solutions. The rapid agreement by governments to ICAO's Take-Off guidelines demonstrates that progress on complex issues is possible where there is the political will to do so," said de Juniac. There is every economic incentive to make a layered approach work. WTTC estimates that travel and tourism accounts for 10.3% of global GDP and 300 million jobs globally (direct, indirect and induced economic impact). Mandatory quarantine measures stop people from traveling. Recent public opinion research revealed that 83% of travelers would not even consider traveling if quarantine measures were imposed on travelers at their destination. And analysis of trends during the lockdown period shows that countries imposing quarantine saw arrivals decrease by more than 90%-an outcome that is similar to countries that banned foreign arrivals. "A layered approach to safety has made flying the safest way to travel while still enabling the system to function efficiently. That should be an inspirational framework to guide governments in protecting their citizens from the terrible risks of both the virus and joblessness. Quarantine is a lop-sided solution that protects one and absolutely fails at the other. We need government leadership to deliver a balanced protection," said de Juniac. https://www.aviationpros.com/airlines/press-release/21143453/international-air-transport-association-iata-iata-proposes-alternatives-to-quarantine Back to Top General Atomics Developing Automated Tasking of ISR Platforms with Metis Application General Atomics is developing an automated tasking of military intelligence, surveillance, and reconnaissance (ISR) aircraft using the company's Metis application. Metis is a map-based interface that enables a pre-approved Metis user to request ISR data from a remotely piloted aircraft (RPA). General Atomics-Aeronautical Systems Inc. has worked with the California-based UAS Consulting Group, LLC and the Alabama-based Trideum on Project Heresy, which includes multi-mission control (MMC) software to allow the simultaneous control of six drones. Now, they have introduced Metis into their portfolio of RPA applications. "Our Heresy suite of capabilities continues to develop with new technologies that reduce manpower requirements throughout the ISR lifecycle," a representative for GA-ASI wrote in response to questions from Avionics International. "We are currently developing a new automated method to allocate ISR platforms to tasking in our Metis application, and we are expanding our AutoPED capability to perform multi-intelligence correlation and utilize artificial intelligence (AI) to automatically detect unusual behaviors in the maritime domain." Last August, GA-ASI said that it demonstrated its MMC and Metis capabilities during live flights using company-owned MQ-9 Block 1 Reaper and MQ-9 Block 5 Reaper medium-altitude, long-endurance (MALE) drones. Those MMC and METIS flights demonstrated Technology Readiness Level (TRL) 7, according to GA-ASI. The system allows a quick mission transition of drones for strike or ISR, the company said. GA-ASI said that it uses multicore processors in its autonomy work to handle the computer demands of artificial intelligence (AI) systems. "We use these on the ground to train and test the various AI models that we develop, and we are integrating them on-board our aircraft to employ the AI on the tactical edge," according to GA-ASI. General Atomics also said that it sees an expansion of the role of the company's Gray Eagle-Extended Range (GE-ER) unmanned aircraft system (UAS) in the U.S. Army's Future Vertical Lift (FVL) program. "General Atomics anticipates the role of the GE-ER to expand as the Army develops the payloads to enable longer range detection, identification, location and reporting of targets in both its role as an intelligence platform and as a reconnaissance asset," the company said. "GE-ER with MDO [multi-domain operations] capabilities is designed to evolve with the needs of the Army to continue to support and complement FVL platforms and other [Army] Futures Command concepts." First flown in 2013, GE-ER has an endurance of 42 hours, compared to an advertised endurance of 25 hours for the standard MQ-1C Gray Eagle, and features a maximum gross takeoff weight of 4,200 pounds and a 180 horsepower engine, versus a maximum gross takeoff weight of 3,600 pounds and a 160 horsepower engine on the conventional Gray Eagle. GA-ASI said that GE-ER doubles endurance and range of the standard Gray Eagle and can carry 1,350 pounds of fuel - 900 internally and 450 externally, compared to 600 pounds of fuel carrying capacity on the conventional Gray Eagle. GE-ER "also comes with upgrades to communications, engine and datalinks," GA-ASI said. "Designed and equipped to meet FVL's Modular Open Systems Architecture (MOSA), these enhancements increase the survivability of the aircraft, as well as improve its ability to operate in a GPS and SATCOM denied environment." "The open architecture allows for rapid, low-cost, low-risk integration of advanced payloads that allow the GE-ER for MDO to operate as a stand-off asset with stand-in capabilities to shape the battlefield in unprecedented ways," according to GA-ASI. "These capabilities and concepts of operation were proven highly effective in Army models and simulations and live tests against a simulated Integrated Air Defense System (IADS) threat. In each test, the MDO-equipped GE-ER not only survived throughout the fight, it contributed significantly to the effectiveness of Enhanced Range Cannon Artillery (ERCA) Long-Range Precision Fires." https://www.aviationtoday.com/2020/06/23/general-atomics-developing-automated-tasking-of-isr-platforms-with-metis-application/ Back to Top Hydrogen-powered aviation: Preparing for take-off Hydrogen as an energy source will play a key role in transforming aviation into a zero carbon/climate-neutral system over the next few decades. Novel and disruptive aircraft, aero-engine and systems innovations in combination with hydrogen technologies can help to reduce the global warming effect of flying by 50 to 90%. Moreover, these innovations can help to meet the drastic reduction targets for aviation emissions set out in the EU Green Deal. A new independent study, commissioned by Clean Sky 2 and Fuel Cells & Hydrogen 2 Joint Undertakings on hydrogen's potential for use in aviation, was presented at an online event yesterday, which featured Adina-Ioana Vălean, the European Commissioner for Transport, and Patrick Child, Deputy Director-General of the Directorate-General for Research and Innovation at the European Commission, as keynote speakers. Leading industry representatives Stéphane Cueille (Chief Technology Officer, Safran), Glen Llewellyn (Vice-President Zero Emissions Technology, Airbus), David Burns (Vice-President Global Business Development, Linde), Per Ekdunge (Executive Vice-President, PowerCell) and Rolf Henke (Member of the Executive Board, German Aerospace Centre - DLR) also featured. The study found that hydrogen - as a primary energy source for propulsion, either for fuel cells, direct burn in thermal (gas turbine) engines or as a building block for synthetic liquid fuels - could feasibly power aircraft with entry into service by 2035 for short-range aircraft. Costing less than €18 ($20) extra per person on a short-range flight, and reducing climate impact by 50 to 90%, hydrogen could play a central role in the future mix of aircraft and propulsion technologies. Such disruptive innovation will require significant aircraft research and development, further development of fuel cell technology and liquid hydrogen tanks, and also investment into fleet and hydrogen infrastructure and accompanying regulations and certification standards to ensure safe, reliable and economic hydrogen-powered aircraft can take to the skies. Industry experts anticipate that it will take 10 to 15 years to make these important advancements, and consequently the research needs to start now. The study estimated that the first short-range hydrogen-powered demonstrator could be developed by 2028 if sufficient investments into R&I are made. The technical challenges and unique characteristics of hydrogen as an on-board energy source make it best suited to commuter, regional, short-range and medium-range aircraft. For the next decades, long-haul air travel is likely to be based on liquid hydrocarbon fuels; but increasingly these too will need to be sustainable and these 'drop-in' fuels will also rely on hydrogen for their production. According to the report, the following policy actions are needed: An aviation roadmap to guide the transition. This needs to set clear ambitions, align standards, coordinate infrastructure build-up, overcome market failures, and encourage first movers. A strong increase in long-term Research & Innovation (R&I) activities and funding. This would lead to legal and financial certainty for technology development. A long-term policy framework should lay out the rail guards for the sector, including how climate impact will be measured and how the roadmap will be implemented. Adina-Ioana Vălean, European Commissioner for Transport, said, "Hydrogen in aviation offers many opportunities for the transformation of our aviation sector." "From production, to distribution, to new aircraft designs and large-scale use, it provides numerous opportunities for European companies to be at the forefront of our industrial revolution in the years to come." Patrick Child, Deputy Director-General for Research & Innovation, commented, "Research and innovation is vital to realise the full potential of hydrogen technologies for decarbonisation of aviation." "The EU's future Horizon Europe research and innovation framework programme is a fantastic opportunity to advance this agenda, working in partnership with industry and the research community." "The excellent co-operation between the existing Joint Undertakings dedicated to Hydrogen Fuel Cells and Clean Aviation illustrates the need for close synergies between the two sectors as we work together on the ambitious objectives of the post-Covid recovery and the European Green Deal." Axel Krein, Executive Director of Clean Sky 2 Joint Undertaking, said, "Our ultimate goal is to achieve climate-neutral aviation by 2050. Turning this ambition into reality requires the seamless integration of a range of important new technological advancements, one of which is hydrogen-powered aircraft." "This comes hand in hand with priorities such as hybrid engines, more electric aircraft, ultra-efficient short- and medium-range aircraft and lighter airframes. The mix of these various game-changing technologies will help us to reach our final destination." Bart Biebuyck, Executive Director of Fuel Cells & Hydrogen 2 Joint Undertaking, concluded, "The cost of producing clean hydrogen came down in recent years thanks to cheaper renewable electricity and bigger and cheaper production technology." "At the same time, fuel cell performance in terms of durability, capacity and cost has made big steps forward." "This combination has now made it possible to look to such solutions for decarbonisation of the aviation industry and the results of the study are clear on the huge potential of hydrogen in aviation." "The hydrogen and fuel cell sector is ready to work hand in hand with the aviation industry to design, test and produce the required components and make zero emission aviation an everyday reality." https://www.h2-view.com/story/hydrogen-powered-aviation-preparing-for-take-off-2/ Back to Top SpaceX set to enter double-digit launches for Starlink internet constellation When a SpaceX Falcon 9 rocket launches from Kennedy Space Center Thursday late afternoon, it'll officially push the company's Starlink efforts into the double digits and act as a reminder that multitudes more are still on the way. Slated for a 4:39 p.m. liftoff from pad 39A, the tenth launch of roughly 60 internet-beaming Starlink satellites will push the constellation's size to nearly 600 in low-Earth orbit. Weather for the 10-minute window is expected to be 40% "go," according to the Space Force. After liftoff, the rocket's 162-foot first stage will target an automated drone ship landing in the Atlantic Ocean. It should return to Port Canaveral for checkouts and refurbishment a few days later. Thursday's launch is yet another in SpaceX's 2020 cadence, which to date has produced 10 total launches. If schedules hold, the Space Coast could see at least that many more before the year is out thanks to a combination of Starlink, commercial, and military missions. With this tenth launch of Starlink, SpaceX appears to be inching ever closer to its goal of opening up broadband services on the ground. Private beta testing is expected to open this summer for users such as early investors, while a public beta should begin this fall for those in the higher latitudes of North America. To access the constellation, users just need a pizza box-sized, circular antenna known as a ground terminal. "Just two instructions for Starlink: plug in and point at sky," SpaceX CEO Elon Musk said via Twitter last week. "Can be done in either order." Internet access via satellite isn't new. For decades, various companies, including Microsoft-supported Teledesic in the late 1990s, have attempted to monetize the potential for anyone in any location on Earth to use broadband internet, but most have failed. Some were smaller spacecraft in low orbit, while others have been larger satellites thousands of miles above Earth. But the distance of those geostationary satellites means the delay between asking for a data transfer and it actually occurring - known as latency - is a real challenge. Measured in milliseconds, the average terrestrial internet user can expect somewhere under 100ms to be sufficient. Most in-home service these days can deliver 50ms or less, according to internet infrastructure company Cloudflare. One of Starlink's advantages is that its satellites sit roughly 340 miles above Earth, a distance that allows SpaceX to reduce latency. CEO Elon Musk expects current performance at around 20ms. "It's designed to run real-time, competitive video games," he said last week. "Version 2, which is at lower altitude, could be as low as 8ms latency." During previous conferences with reporters, Musk has emphasized that SpaceX doesn't need to have tens of thousands of satellites in orbit to start effectively delivering service - it could begin with as few as 1,000. Having more in orbit affords the ability to attract more customers from different regions, as well as improve performance in areas already being served. In regulatory filings, the company has said it could launch as many as 40,000 of the flat spacecraft, though that remains to be seen. As it stands, SpaceX will likely consistently launch Starlink missions for the foreseeable future. https://www.floridatoday.com/story/tech/science/space/2020/06/24/spacex-set-enter-double-digit-launches-starlink-internet/3233389001/ Curt Lewis