[October 12, 2020] [No. 076] In This Issue : Boeing Forecasts Challenging Near-Term Aerospace Market with Resilience in Long Term : ProSafeT - SMS, Quality & Audit Management Software : Ampaire Flies Longest Route to Date for an Electrified Aircraft : An aviation startup has completed what it calls the world's first hydrogen fuel cell-powered passenger aircraft flight : Covid could accelerate rebirth of commercial supersonic flight : Interview: ATI’s Mark Scully on innovations in aviation propulsion : Here’s How These Winglets Can Save Up To 33% In Fuel : House Lawmakers Introduce Aviation Workforce Bill : Cathay Pacific testing digital health pass : Celebrated Pilot Capt. Sully Urges Further Updates to Boeing's 737 Max : 3 Novel Ways That Airlines Are Becoming More Sustainable : SpaceX Crew Rocket Launch Moved to November Boeing Forecasts Challenging Near-Term Aerospace Market with Resilience in Long Term - Near-term industry challenges impact demand for commercial airplanes and services - Over 10 years, Boeing Market Outlook shows resilient $8.5 trillion total market CHICAGO, Oct. 6, 2020 /PRNewswire/ -- Boeing [NYSE: BA] today released its annual forecast for the commercial and defense aerospace market, reflecting the impact of the COVID-19 pandemic and Boeing's view of near-, medium- and long-term market dynamics. The 2020 Boeing Market Outlook (BMO) projects that the commercial aviation and services markets will continue to face significant challenges due to the pandemic, while global defense and government services markets remain more stable. "While this year has been unprecedented in terms of its disruption to our industry, we believe that aerospace and defense will overcome these near-term challenges, return to stability and emerge with strength," said Boeing Chief Strategy Officer Marc Allen. The BMO forecasts a total market value of $8.5 trillion over the next decade including demand for aerospace products and services. The forecast is down from $8.7 trillion a year ago due to the impact of the COVID-19 pandemic. Airlines globally have begun to recover from a greater than 90% decline in passenger traffic and revenue early this year, but a full recovery will take years, according to the outlook. The 2020 Boeing Market Outlook includes projected demand for 18,350 commercial airplanes in the next decade – 11% lower than the comparable 2019 forecast – valued at about $2.9 trillion. In the longer term, with key industry drivers expected to remain stable, the commercial fleet is forecasted to return to its growth trend, generating demand for more than 43,000 new airplanes in the 20-year forecast time period. The BMO also projects a $2.6 trillion market opportunity for defense and space during the next decade. This spending projection reflects the ongoing importance of military aircraft, autonomous systems, satellites, spacecraft and other products to national and international defense. This demand continues to be global in nature with 40 percent of expenditures expected to originate outside of the United States. While near-term commercial services demand is lower, the BMO forecasts a $3 trillion market opportunity for commercial and government services through 2029, with digital solutions emerging as a critical enabler as customers focus on leaner operations to adjust to future market demand. Life cycle services and support will help customers scale their operations to meet efficiency and cost objectives aligned to market recovery trends. As the impact of the pandemic continues, Boeing is taking action to reshape its business operations to adapt to the new market reality and become more resilient for the long term. This business transformation includes every element of Boeing's enterprise, including infrastructure, overhead and organization, portfolio and investments, supply chain health and operational excellence. Also released today, the 2020 Commercial Market Outlook (CMO), an annual 20-year forecast addressing the market for commercial airplanes and services, projects an increase in the share of deliveries replacing older passenger aircraft that are being retired in an accelerated replacement cycle, especially in the first decade. "Commercial aviation is facing historic challenges this year, significantly affecting near- and medium-term demand for airplanes and services," said Darren Hulst, vice president, Commercial Marketing. "Yet history has also proven air travel to be resilient time and again. The current disruption will inform airline fleet strategies long into the future, as airlines focus on building versatile fleets, networks and business model innovations that deliver the most capability and greatest efficiency at the lowest risk for sustainable growth." The commercial forecast includes: • Over the next 20 years, passenger traffic growth is projected to increase by an average of 4% per year. • The global commercial fleet is expected to reach 48,400 by 2039, up from 25,900 airplanes today. During this period, Asia will continue to expand its share of the world's fleet, accounting for nearly 40% of the fleet compared to about 30% today. • Single-aisle airplanes such as the 737 MAX will continue to be the largest market segment, with operators projected to need 32,270 new airplanes in the next 20 years. Single-aisle demand will recover sooner due to its key role in short-haul routes and domestic markets as well as passenger preference for point-to-point service. • In the widebody market, Boeing forecasts demand for 7,480 new passenger airplanes by 2039. Widebody demand will be affected by a slower recovery in long-haul markets – typical after air-travel shocks – as well as uncertainties from COVID-19's impact on international travel. • Air cargo demand, a relative bright spot in 2020, is expected to grow 4% annually and generate further demand for 930 new widebody production freighters and 1,500 converted freighters over the forecast period. Airplane demand, 2020-2039 The global airplane fleet will continue to generate demand for aviation services, including parts and supply chain; engineering, modifications and maintenance; training and professional services; and digital solutions and analytics. The served market for commercial services is valued at $1.6 trillion, and $1.4 trillion for government services. "Boeing is focused on making sure that the right services solutions are available to help our customers and industry navigate the downturn and scale their operations accordingly as near-term demand trends upward. For example, low-cost digital solutions can help manage some of the most critical and dynamic aspects of operations, such as crew scheduling," said Eric Strafel, vice president, Boeing Global Services Strategy. Around the world, the long-term need for commercial pilots, maintenance technicians and cabin crew remains robust. Boeing's 2020 Pilot and Technician Outlook forecasts that the civil aviation industry will need nearly 2.4 million new aviation personnel between now and 2039. The Commercial Market Outlook is the longest-running jet forecast and is regarded as the most comprehensive analysis of the commercial aviation industry. The CMO and other Boeing market forecasts can be found at https://www.boeing.com/market. Forward-Looking Information Is Subject to Risk and Uncertainty Certain statements in this release may be "forward-looking" within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as "expects," "forecasts," "projects," "plans," "believes," "estimates" and similar expressions are used to identify these forward-looking statements. Examples of forward-looking statements include statements relating to our future plans, business prospects, financial condition and operating results, as well as any other statement that does not directly relate to any historical or current fact. Forward-looking statements are based on current assumptions about future events that may not prove to be accurate. These statements are not guarantees and are subject to risks, uncertainties and changes in circumstances that are difficult to predict. Many factors could cause actual events to differ materially from these forward-looking statements, including economic conditions in the United States and globally, general industry conditions as they may impact us or our customers, and other important factors disclosed previously and from time to time in our filings with the Securities and Exchange Commission. Forward-looking statements speak only as of the date they are made and we undertake no obligation to update or revise any such statement, except as required by law. Boeing is the world's largest aerospace company and leading provider of commercial airplanes, defense, space and security systems, and global services. As a top U.S. exporter, the company supports commercial and government customers in more than 150 countries and leverages the talents of a global supplier base. Building on a legacy of aerospace leadership, Boeing continues to lead in technology and innovation, deliver for its customers and invest in its people and future growth. Contact media@boeing.com SOURCE Boeing https://www.prnewswire.com/news-releases/boeing-forecasts-challenging-near-term-aerospace-market-with-resilience-in-long-term-301146753.html Ampaire Flies Longest Route to Date for an Electrified Aircraft Ampaire, a pioneer in electric aviation, has accomplished the longest flight to date for any commercially relevant aircraft employing electric propulsion, in this case a hybrid-electric propulsion system. Ampaire’s Electric EEL, a six-seat Cessna 337 twin-engine aircraft modified with an electric motor in the nose and traditional combustion engine in the rear, took off from Camarillo Airport just north of Los Angeles at 12:20 PM. Test pilot Justin Gillen and Flight Test Engineer Russel Newman, flew up California’s Central Valley at 8,500 feet, landing at Hayward Executive Airport at 02:52 PM. Straight line distance was 292 statute miles, and the route as flown 341 statute miles. Speed during the cruise portion of the 2 hour, 32-minute flight averaged around 135 mph. “The mission was a quite normal cross-country flight that we could imagine electrified aircraft making every day just a few years from now,” Gillen said. This milestone in electric aviation took place after four weeks of flight testing in the Camarillo area for this second Electric EEL test aircraft, which first flew on September 10th. In that period, the aircraft flew over 30 hours during 23 flights, in 28 days, with 100% dispatch reliability. “Our success in taking this aircraft in a short period from the test environment to the normal, everyday operating environment is a testament to our development and test organization, and to the systems maturity we have achieved with our second aircraft,” said Ampaire General Manager Doug Shane. A former president of Scaled Composites, Shane is one of the world’s foremost experts on the development and flight testing of new aviation concepts. “The ability to put innovative electric technologies into the air rapidly in order to assess and refine them,” he added, “is central to Ampaire’s strategy to introduce low-emissions aircraft for regional airlines and charter operators within just a few years.” The EEL flown to Hayward is dubbed the Hawaiʻi Bird as it will take part later this year in a series of demonstration flights with Hawaiʻi-based Mokulele Airlines on its short-haul routes. The flight trials with Mokulele will not only demonstrate the capabilities of the EEL but will help to define the infrastructure required for wide adoption of electric aviation by airlines and airports. These flight demonstrations will mark the first time an electrically powered aircraft has flown under an FAA “Market Survey” experimental aircraft certificate in order to gain real-word flight experience. In Hayward, the aircraft will be partially disassembled for shipment to Hawaiʻi. The Hawaiʻi flight trials are funded in part by Elemental Excelerator, a cleantech incubator headquartered in Honolulu. The Electric EEL can generate fuel and emissions savings up to 50 percent on shorter regional routes where the aircraft’s electrical propulsion unit can be run at high power settings, and generate savings of about 30 percent on longer regional routes such as the Camarillo to Hayward flight. “The Electric EEL is our first step in pioneering new electric aircraft designs,” said Ampaire CEO Noertker. “Our next step will likely be a 19-seat hybrid electric retrofit program that will lower emissions and operating costs, benefiting regional carriers, their passengers and their communities.” Ampaire, with funding from NASA and others, is in the midst of design studies for such an aircraft based on the popular de Havilland Twin Otter aircraft. Ampaire has named the hybrid-electric 19-seater aircraft the Eco Otter SX. https://www.aviationpros.com/engines-components/aircraft-engines/electric-green-engine-technology/press-release/21157852/ampaire-ampaire-flies-longest-route-to-date-for-an-electrified-aircraft An aviation startup has completed what it calls the world's first hydrogen fuel cell-powered passenger aircraft flight ZeroAvia has completed what it calls the world's first hydrogen fuel cell-powered passenger flight. The London and California-based company's flight took place at its research and development space in England. According to a report by Engineering and Technology, the flight lasted 20 minutes. This landmark journey was completed in a six-seater commercial-sized Piper aircraft that was retrofitted to be supported by hydrogen fuel cells, a power source that's now being tested in forms of transit ranging from mining dump trucks to pick-up trucks. This Piper M-class' powertrain retrofit also now makes it the world's largest hydrogen-powered aircraft, according to its maker. Just like any other aircraft, the hydrogen-electric Piper completed a taxi, take-off, flight pattern, and landing. However, as of its current stage, ZeroAvia's aircraft can't compare to that of a fossil fuel-powered iteration in terms of flying distance and payload yet. The flight is a part of ZeroAvia's UK government-backed HyFlyer project, which was created with the intention of producing zero emissions small passenger aircrafts. However, this hydrogen-electric flight isn't the project's only flight to have taken place so far. In late June, HyFlyer also saw the completion of the UK's first commercial-sized electric flight in the same six-seater Piper M-class aircraft. The future of commercial hydrogen fuel cell-powered flights may not be as far as we think, according to ZeroAvia's CEO Val Miftakhov in a statement. “While some experimental aircraft have flown using hydrogen fuel cells as a power source, the size of this commercially available aircraft shows that paying passengers could be boarding a truly zero-emissions flight very soon,” Miftakhov said in a statement. According to ZeroAvia, the company is now looking to complete a 250-mile zero-emissions flight — equivalent to the distance between Los Angeles to San Francisco — by the end of this year. The successful completion of this flight has more implications than just greener travel, according to the company. With the air travel industry in a rut amid the coronavirus pandemic, a hydrogen-electric aircraft fleet could mean a future of lower operating and ownership costs. Looking forward, the company plans to begin "commercial operations" in 2023. https://www.businessinsider.com/worlds-first-hydrogen-fuel-cell-powered-passenger-aircraft-flight-2020-10#looking-forward-the-company-plans-to-begin-commercial-operations-in-2023-8 Covid could accelerate rebirth of commercial supersonic flight The coronavirus pandemic has devastated airlines and aircraft manufactures alike, causing R&D budgets to plumment and demand for new jets to tumble. On the face of it, this looks like bad news for concept aircraft and developers of commercial supersonic jet technology. But the experience of the Covid-19 pandemic could instead inspire the world to drive harder for a new age of supersonic flight. That is according to Tom Vice, CEO of Aerion Supersonic, which is developing a business jet aiming to be the first supersonic aircraft to operate commercially since Concorde’s retirement in 2003. “Clearly the pandemic has had a significant impact on all manner of businesses and none less so than the aviation business,” Vice told Aviation Business. “We’re sympathetic to the industry around us which has endured significant strain in light of the pandemic.” He said that in terms of the impact of the pandemic on viable supersonic travel, the experiences of this year have demonstrated “the value of human connections and the only commodity we cannot make more of – time”. “If anything, it merely strengths our determination to usher in a new era of supersonic flight and ensure a future where humanity can spend less time flying and more time making those human connections and doing the things they love.” Aerion’s AS2 will not launch onto the market until 2027, providing all goes smoothly, but the $120 million, 1,074 mph jet already has an order backlog of $3 billion. Aerion’s peers are also continuing with and expanding on ambitious supersonic plans in spite of the current economic climate and damage to the air travel industry. Virgin Galactic in May announced that it was partnering with NASA to develop new technologies that can be applied to high-speed vehicles for point-to-point commercial travel across the globe. Virgin’s plans for hypersonic travel include an aircraft that can carry up to 19 people at speeds of Mach 3. US firm Spike Aerospace is also planning a supersonic passenger jet designed to offer high-speed point-to-point travel. Aerion, of which Boeing owns a stake, plans to raise further cash from investors over the next few years before the firm creates a production model of the AS2 in 2025. The company is for now targeting the business aviation market, which Vice said is an existing, mature and robust market where customers pay a premium for speed. Business aviation is one of the sectors in aviation which has seen an upswing in recent months as First and Business Class passengers have turned away from commercial airlines. Vice said: “We believe there is an opportunity within the existing business jet market to create a new segment based on the differentiation of radically enhanced speed, delivering what the customer wants – fast, point to point connectivity. “However, our longer-term goal is to make supersonic flight more accessible to more people. Our starting point is a business jet but as is proven, most emerging technology innovations initially launch in niche, luxury markets – where production volumes are relatively small, and the customer is comfortable with premium pricing. We believe this to be true of supersonic flight and adoption in the business jet market will pave the way for commercial supersonic development.” As well as economic barriers, the need for sustainability is another potential hurdle for supersonic flight. But Vice said that he does not believe speed and protection of the environment need to be mutually exclusive. “It is important not just to fly fast but do so in a way that is environmentally responsible,” he said. “Our commitment is to be carbon neutral not by some arbitrary future date, but from flight one. “We take environmental stewardship very seriously and as part of mission to bring supersonic mobility to the world, we are committed to addressing climate change in doing so – our intent is to be part of the solution to reverse it.” https://www.arabianindustry.com/aviation/news/2020/oct/12/covid-could-accelerate-rebirth-of-commercial-supersonic-flight-6443983/ Interview: ATI’s Mark Scully on innovations in aviation propulsion As part of a series of articles exploring the propulsion technologies that will shape the future of key transport sectors The Engineer spoke to Mark Scully, head of technology, advanced systems & propulsion at the Aerospace Technology Institute about the innovations that will propel the aviation sector towards net zero. What propulsion innovations and technologies will help power your sector towards net zero? The ATI’s focus on sustainability covers air vehicles, flight operations, manufacturing, ground operations, through-life support, and low-carbon-impact power sources. Specifically, for propulsion we need to look at alternative energy/power sources to achieve the transition to net zero. It is not a case of ‘one size fits all’. Technologies we are supporting include batteries for short range all-electric aircraft; liquid and gaseous hydrogen for short- and regional-range fuel cell-hybrid, gas turbine-hybrid or gas turbine powered aircraft; and drop-in sustainable alternative fuels derived from biomass-to-liquid or power-to-liquid approaches. The priorities for future propulsion and power systems are to increase propulsive and energy efficiency, reduce emissions and reduce operational cost. That could come from configurations that include all-electric, series and parallel hybrid, geared turbofans (with options for variable pitch fans and/or hybridisation), and in the longer term the introduction of superconducting electric fan propulsors. It’s important we keep stimulating innovation across a range of configurations. Briefly describe some of your organisations own key activities in this area The ATI is working closely with the sector on research initiatives to develop these future propulsion and power systems. Around half of the ATI’s R&T portfolio is focussed on future propulsion, including key demonstrator programmes. Examples of these are ACCEL – led by Rolls-Royce, with electric motor and controller manufacturer YASA and the aviation start- up Electroflight, a project to develop the world’s fastest all-electric aircraft; and ZeroAvia’s HyFlyer project – a research programme to develop a zero-emission powertrain solution based on hydrogen. The UK has a supply chain and an academic network that are both world class, and a key role of the ATI is to bring these together. What are the key obstacles and challenges to developments in this area? There are several technical challenges to delivering energy and power density to compete with conventional gas turbine propulsion systems which achieve power densities of around 10 kW/kg. The key building blocks for future propulsion systems are electrical machines, power electronics and fuel cells and current best-in-class power densities for each of these are of the order of 5 kW/kg and only 3 kW/kg for fuel cells. So further innovation will be required to deliver competitive future propulsion. In addition, a national network of research infrastructure is required to develop these future propulsion systems to represent sub-system, propulsion system and aircraft integration challenges in representative aerospace environments. The ATI is leading the sector to define the priorities for these new research infrastructure capabilities. The key building blocks for future propulsion systems are electrical machines, power electronics and fuel cells Ultimately, this is a global challenge that needs international cooperation. First movers will dictate the future direction, the standards and regulations, and so on. We want the UK to lead on this, and so it is important to support those who are innovating and leading the charge. What is your vision for the long term future of propulsion in your sector? The ATI vision for propulsion focusses on three priority themes – these are the introduction of large ultra-high bypass ratio turbofan engines, all-electric battery and fuel-cell propulsion systems, and hybrid electric propulsion systems. These elements are set out in the ATI’s UK aerospace technology strategy, Accelerating Ambition, which has three overarching drivers on sustainability, mobility and competitiveness. The ATI’s strategic vision is further supported by the Future Flight Challenge, funded through the Industrial Strategy Challenge Fund (ISCF), which looks more widely at future air transport and services as a system of systems, new models of airspace management and anticipatory regulation, novel air vehicle demonstrators, ground infrastructure systems, new operating models for users and commercial operators of air services, and the engagement of critical regulatory authorities. Recently the ATI announced the launch of the FlyZero initiative, which will bring together 100 experts to kickstart work into zero emission aircraft technology in the UK. This will be delivered as a 12-month programme focusing on design challenges and market opportunities. https://www.theengineer.co.uk/ati-aviation-propulsion-innovations/ Here’s How These Winglets Can Save Up To 33% In Fuel Winglets are now a mainstay in commercial aviation. Their ability to improve fuel efficiency and cruising range has made them an important part of the modern aircraft production process. With airlines continuing to strive for better efficiency, Tamarack Aerospace is providing a solution with its Active Winglets that can offer 15-33% in savings when it comes to fuel. Keeping active Simple Flying had the opportunity to speak with Tamarack Aerospace’s CEO Nicholas Guida and president Jacob Klinginsmith. The pair spoke about how the Sandpoint, Idaho-based firm is offering notable improvements when it comes to aircraft winglets. Tamarack has installed its Active Winglets on over 100 CitationJets, covering the entire series, from CJ, CJ1, CJ1+ to M2, CJ2, CJ2+, CJ3, and CJ3+. The company is also certified by the Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) for its Active Winglet system for the Cessna CitationJets. Moreover, it has approval for the installation of its Active Winglets on all eight variants of the Cessna 525, 525A, & 525B in Europe, Canada, Mexico, and Brazil. Behind the process Unlike traditional winglet modifications, Tamarack includes a wing extension and a winglet. Therefore, it has a much more substantial aerodynamic improvement than other winglet modifications. There are three main structural parts of the Active Winglet technology – a wing extension, a winglet, and TACS (Tamarack Active Camber Surface, which is the active element). Altogether, all three parts make these winglets over three times more efficient than passive ones. “Passive Winglets require additional wing structure and weight to carry the additional wing loads. Tamarack’s innovative Active Technology Load Alleviation Technology (ATLAS®) allows Tamarack to aerodynamically ‘turn off’ the winglet in specific conditions in less than 1/10th of one second, thus dumping additional loads,” Tamarack told Simple Flying. “Load alleviation enables a substantial increase in aspect ratio without the need for wing reinforcement (and added weight) or other compromises to the winglet design. The revolutionary Tamarack Active Winglet technology allows for a quicker climb to initial altitudes and uses less fuel while cruising. The ATLAS® system also allows an increase in max zero fuel weight as well as provide better high/hot take-off performance, leading to incredible savings.” These Active Winglets are just one application of the technology that the company has been working on since 2010. In total, the firm holds over 30 patents. Additionally, it is always looking for new aviation innovations, as well as continually enhancing its current products. Covering ground There are considerable benefits across the board. These winglets can provide increased safety, fewer stops, improved comfort, and smoother rides. There is also wing stress reduction and less wear and tear on brakes. Tamarack also emphasizes reduced carbon footprint prospects. Compared to traditional passive winglets, which have been shown to reduce fuel usage measured in the 3% to 5% range, Tamarack highlights that Active Winglets reduce fuel usage by up to 33%. “Calculating Return on Investment (ROI) is a multi-dimensional and very personal equation. Because Active Winglets provide a range of benefits that reduce operational costs, many factors can be considered along with the owner’s personal needs. The aircraft valuation company VREF has named a 100% return on investment for Active Winglets. For Cessna Citation Jet owners with 400 hours of annual flying, their investment is recouped in just 1.3 years,” the company said. “For example, one Tamarack Active Winglet customer routinely makes trips from Bozeman, Montana to Carlsbad, California. The fuel capacity on the jet is 3,220 lbs. On a typical trip, he lands with 700 lbs. of fuel left, but now with Active Winglets, this customer routinely lands with 1,400 lbs. of fuel. That’s a difference of 700 lbs. or 28% less fuel used with Active Winglets. This translates to about $41,600 in annual savings.” Altogether, the investment in Tamarack Active Winglets is recouped in fuel savings in 3.6 years. This number is based on 200 hours of annual flying. However, in reality, there could be a better ROI than that. For instance, when the customer sells the jet, the cost of the Active Winglet installation is recouped. They also have the experience of all the benefits of using Active Winglets. Adapting well The global health crisis continues to rock the aviation industry across the continents. Tamarack took a moment to comment on the impact that the pandemic is having on the market. It also spoke of how the business is responding. It has launched several temporary special pricing programs for the Active Winglet technology. This year, the firm initially waived the $42,000 Active Winglet installation fee until the end of June 2020. This ensured Tamarack employees and the supply chain stayed strong while providing added economic resilience and safety margins for customer operations. This factor has been particularly important to charter operators who have seen strong demand as travelers have sought ways to travel with reduced exposure. It has also been helpful for those looking to increase the utility of their aircraft. Instead of buying a larger jet to increase range, they can upgrade with Active Winglets to get the range they need. This decade, Tamarack plans to continue expanding its global reach, beginning with the opening of its Tamarack European Installation Centre based in Oxford, United Kingdom. Notably, the company expects to see its Active Winglet technology on various aircraft spanning the private, military, and commercial sectors. Even before the pandemic, airlines were keen to save fuel across their services. There are constant challenges to reduce costs and emissions across the aviation industry. Therefore, in the current climate, products such as these Active Winglets could go a long way. https://simpleflying.com/active-winglets/ House Lawmakers Introduce Aviation Workforce Bill As the congressional session is in its final months, lawmakers are signaling that they remain concerned about future workforce challenges with the introduction of the National Center for the Advancement of Aviation (NCAA) Act of 2020. Introduced last week by House aviation subcommittee chairman Rick Larsen (D-Washington) along with subcommittee members André Carson (D-Indiana) and Don Young (R-Alaska), the bipartisan bill, H.R.8532, is the House companion to similar legislation introduced in the Senate earlier this year by Sens. Jim Inhofe (R-Oklahoma) and Tammy Duckworth (D-Illinois), who are both pilots. H.R.8532 calls for the establishment of an independent center that would collaborate with the various sectors of aviation to address workforce challenges and facilitate the development and of pilots, aerospace engineers, unmanned aircraft systems operators, and maintenance technicians, among others. The center would leverage industry knowledge and expertise to offer resources for curriculum developers. It also would compile economic and safety data research, help expand apprenticeship opportunities, and offer transition assistance for military veterans. The legislation immediately received strong industry backing with more than 130 organizations offering support. “As an industry, we must ensure that we are prepared to meet the demands for highly qualified professionals in all sectors of general, commercial, and military aviation—including pilots, mechanics, and technicians,” said AOPA president Mark Baker. “All are needed and vital to ensure the U.S. aviation industry remains competitive and prepared for the future.” Key to the legislation, Carson said, is breaking down silos across the various aviation segments to ensure collaboration on workforce. “Too often in the past, innovation and lessons learned in various aviation sectors have not been shared in a collaborative or timely manner, especially in the face of rapid developments in new technology,” he said. “A National Center for the Advancement of Aviation would foster greater collaboration and technological innovation in U.S. airspace, help improve aviation safety, boost U.S. competitiveness in the global marketplace, and prepare the next generation workforce to meet the demands of the 21st-century aviation economy,” added Larsen. https://www.ainonline.com/aviation-news/business-aviation/2020-10-12/house-lawmakers-introduce-aviation-workforce-bill Cathay Pacific testing digital health pass Cathay Pacific Airways and United Airlines will this week begin testing a digital health pass for travellers to securely document their certified COVID-19 test status while keeping their health data private. The pass is being developed and backed by the Commons Project Foundation and the World Economic Forum and is called CommonPass. CommonPass is built on the CommonPass Framework that establishes standard methods for lab results and vaccination records to be certified and enables governments to set and verify their own health criteria for travellers. The tests will be run with select volunteers on flights between London, New York, Hong Kong and Singapore, with government authorities observing. Deployments are planned with additional airlines and routes across Asia, Africa, the Americas, Europe and the Middle East in quick succession. To use CommonPass, travellers take a COVID-19 test at a certified lab and upload the results to their mobile phone. They then complete any additional health screening questionnaires required by the destination country. With test results and questionnaire complete, CommonPass confirms a traveller’s compliance with the destination country entry requirements and generates a QR code. That code can be scanned by airline staff and border officials. A QR code can be printed for users without mobile devices. The purpose of CommonPass and the CommonPass Framework is to enable safer airline and cross-border travel by giving both travellers and governments confidence in each traveller’s verified COVID-19 status. At present, COVID-19 test results for travel are frequently shared on printed paper – or photos of the paper – from unknown labs, often written in languages foreign to those inspecting them. There is no standard format or certification system. “Without the ability to trust COVID-19 tests – and eventually vaccine records – across international borders, many countries will feel compelled to retain full travel bans and mandatory quarantines for as long as the pandemic persists,” said Dr. Bradley Perkins, chief medical officer of The Commons Project and former chief strategy and innovation officer at the US Centers for Disease Control and Prevention (CDC). “With trusted individual health data, countries can implement more nuanced health screening requirements for entry.” Perkins added that the ability to share health information in a verifiable, safe and privacy protecting manner is key to opening borders, whether travelling by land or air. CommonPass and the CommonPass Framework are being launched by the World Economic Forum and The Commons Project, a Swiss-based non-profit foundation building global digital services and platforms for the common good, in collaboration with a broad coalition of public and private partners around the world, including government representatives from 37 countries across six continents. The goal of the trials is to replicate the full traveller experience of taking a test for COVID-19 prior to departure, uploading the result to their phones, and demonstrating their compliance with entry requirements at their departure and destination airports. For Cathay Pacific Airways, the first internal trial is planned for a flight between Hong Kong International Airport and Singapore Changi International Airport, using rapid testing technology provided by Prenetics. Volunteers undertaking the trials with Cathay Pacific Airways and United Airlines will adhere to all entry and testing rules, adding the additional action of uploading information from their testing before departure into CommonPass. Following these trials, the CommonPass rollout will expand to additional airlines and routes across Asia, Africa, the Americas, Europe and the Middle East in quick succession. https://asianaviation.com/cathay-pacific-testing-digital-health-pass/ Celebrated Pilot Capt. Sully Urges Further Updates to Boeing's 737 Max Oct. 10--Capt. Chesley "Sully" Sullenberger isn't satisfied that the fixes for Boeing's 737 MAX proposed by the Federal Aviation Administration (FAA) are enough. In an exclusive interview, the celebrated pilot said that even if the FAA ungrounds the jet next month as expected, additional modifications are needed as soon as possible to improve the plane's crew alerting system and add a third check on the jet's angle of attack data. "I'm not going to say, 'We're done, good enough, move on,'" said Sullenberger. "People are going to fly on it and I will probably be one of them," he added. "The updated MAX will probably be as safe as the (previous model) 737 NG when they are done with it. But it's not as good as it should be." After the FAA announced in August the proposed design changes for the MAX's return to service, there were numerous comments from aviation experts calling for such updates. Dennis Tajer, spokesman for the Allied Pilots Association (APA), the union representing American Airlines pilots, said he's with Sullenberger. Though the specific flight control software -- the Maneuvering Characteristics Augmentation System (MCAS) -- that brought down the jets in two fatal crashes is now fixed, Tajer said, the investigations into the crashes "have exposed other areas we can do better on that airplane" and also on the 737 NG. "We cannot lose this opportunity to address something that needs to be enhanced," Tajer said. With Boeing financially strapped, the cost of what they propose could be a major barrier -- not least because the safety issues raised apply not just to the MAX but equally to older versions of the 737 currently flying, like the 737 NG. But Sullenberger says these improvements will make 737s safer -- both the MAX and the older models -- and shouldn't be shelved due to cost. "Is that really something we are comfortable saying out loud to everybody who boards an airplane?" he said. "I just don't think that's defensible. In safety-critical domains, 'just good enough' isn't." Air data and alert system weaknesses Sullenberger took his first flying lessons in 1967 at age 16, while still in high school in Texas, the same year Boeing certified the original 737. He flew fighters in the Air Force and was an active safety advocate in the pilot union during his 30-year airline career. In 2009, when a flock of geese took out both engines of his US Airways jet soon after takeoff, Sullenberger guided the Airbus A320 to an emergency landing in New York City's Hudson River, saving all 155 people on board. The "Miracle on the Hudson" made Sullenberger an emblem of piloting skill and aviation safety. In June 2019, testifying at a 737 MAX investigation hearing before the U.S. House Transportation Committee, he severely criticized both Boeing's design failures and the FAA's oversight during certification of the MAX. With the ungrounding of the MAX now imminent, he weighed in on what still needs to be done. His first concern echoes that of the European Aviation Safety Agency (EASA) and many of the public comments submitted on the FAA proposal: MCAS on the updated MAX will take input from the jet's two angle-of-attack sensors, but Sullenberger believes a third check is necessary. If one of two sensors is faulty, the computers won't know which is correct. The likely solution is not a third angle of attack vane on the jet's exterior, but an indirect, "synthetic" software calculation of the angle of attack based on parameters such as the aircraft's weight, speed, inertial position and GPS signal. Boeing's newest jet, the 787, has such a check on the reliability of its air data sensors called Synthetic Airspeed, a system Boeing rejected for the MAX on cost grounds. "It's really important that a third angle of attack input, or synthetic airspeed, be available on this airplane," Sullenberger said. "I would hope for a rapid adoption of that technology, and the sooner the better." EASA has said Boeing has agreed to develop a third angle of attack input after the MAX returns to service and to retrofit it to the MAX by the time the largest member of the family, the 737 MAX 10, is ready -- likely one or two years away. Sullenberger's other main concern is that Boeing do something about the cacophony of false alerts that were triggered erroneously on the crash flights by one failed sensor. In June 2019, at the invitation of Dave Calhoun, now Boeing CEO, Sullenberger tried out both the original and the updated MCAS software in one of Boeing's flight simulators in Miami, replicating what happened on the crashed flights. There, he experienced "the multiple, compounded alerts and the ambiguity of the events and the physical workload and the distraction." "It was clear to me how the accident crews could have run out of time and altitude," he said. He contrasted his own experience in 2009 -- when he saw the geese approach seconds before they hit and felt the shudder as they were drawn into the engines, leaving little mystery about what was happening to his airplane -- with that of the crew of Lion Air Flight JT610 in 2018. On that flight, one sensor failure set off "rapidly cascading effects through multiple systems that quickly became ambiguous and confusing," he said. "It's likely the crew never fully comprehended what was killing them, especially since they had never heard of MCAS." Sullenberger said there should be some way to shut off erroneous alerts, especially the highly distracting "stick shaker" stall warning. If triggered inadvertently, this loud steady shaking of the pilot control column will nevertheless continue for the remainder of the flight. Fixing this is something Transport Canada has demanded, and again Boeing has agreed to find a solution. More broadly, Sullenberger wants updates to bring the 737 crew alerts up to the standards on later aircraft. When certifying the MAX, the FAA at Boeing's request allowed an exception to the latest crew alerting safety regulations. "Neither the MAX nor the 737 NG have a modern crew-alerting system," he said. Not only the MAX Sullenberger doesn't suggest that the 737 NG is unsafe, only that we are now aware of some risks that we can deal with. "Historically, the 737 NG has had a good safety record comparable to that of the A320," he said. With MCAS fixed, the risk from the angle-of-attack sensors or the crew alerting shortfalls is "a small risk, but it's not insignificant." "Eventually, whatever can happen, will happen," he said. APA's Tajer, who currently flies the 737 NG for American, agrees. "The 737 NG is extraordinarily safe," he said. "This is an opportunity to make it better." Peter Lemme, a former Boeing engineer who specialized in automated flight controls, likewise agreed, but explained why he feels it's OK to retrofit these upgrades after the MAX returns to service. He said the problem of a false stall warning from one bad sensor triggering multiple erroneous alerts is an issue not only on all 737s but also on the 747 and 757. Though that's not ideal, "we've been living with this issue for decades," said Lemme, and those airplanes have good safety records. "Very satisfied" with the fix for MCAS, he doesn't think the MAX should be "held hostage" to these other fixes. The multiple problems generated by a false stall warning "need to be fixed in the long term and it's something that needs to be addressed across all the fleets, not just the MAX," Lemme said. "To get a commitment to fix it is reasonable. But I don't think it should be a condition for the MAX ungrounding." Sullenberger certainly accepts that in the U.S., aviation is safer now than it ever has been. In 1960, for example, commercial airplane accident records show 10 separate U.S. airliner accidents that together killed just shy of 400 people. Although one passenger died in 2018 when shrapnel from an engine blowout pierced a window on a Southwest Airlines flight, that's the only fatality among U.S. airlines in the past 11 years, with zero fatal crashes. "We have made huge strides," said Sullenberger. "We have made aviation ultrasafe." Still, he believes the MAX crashes could have happened in the U.S. and the flaws revealed have ripped away the prior sense of security. "For most of Boeing's history, it had a stellar record for designing and building excellent airplanes," he said. "On the MAX, the flight-control system design was flawed ... They had inadvertently created a deathtrap. It was a matter of time until it claimed lives." As for the FAA, Sullenberger said its status as the "gold standard" among aviation regulators is "shattered." Though FAA chief Steve Dickson said last week his agency cannot share detailed technical data on the MAX fixes because it is proprietary to Boeing, Sullenberger said there's not enough transparency. "This was such a failure. They will have to show us," he said. "Surely there is a way to protect proprietary data and still show they are taking this seriously. I want to see their work. I want to see the hazard analysis and know what assumptions were made." Sullenberger also takes issue with some of the training the FAA proposes for pilots. This week, when the FAA proposed minimum pilot-training requirements for the MAX, it didn't mention an old procedure called the "roller-coaster technique" that can be used in emergencies when the aerodynamic forces on a stuck horizontal tail make it difficult to move manually -- as happened in the Ethiopian Airlines MAX crash. "Pilots should at least be aware of it and I think they should practice it in the simulator," he said. Approval for the MAX to fly passengers again seems near. But Boeing also needs passengers to be convinced that it's now a safe airplane. Bob Bogash, a former Boeing engineer and company director with more than 30 years' tenure, leads a very active group of Boeing retirees who take a keen interest in developments. Bogash in an interview said he, too, would like more transparency from Boeing about the technical details. And he said his comfort level with flying on the MAX in future "will depend on how Boeing and the FAA respond to all the comments" that have come in with suggestions to make it better. Sullenberger suggests the ungrounding may not be the end of the MAX saga. "I'm going to keep on pushing for future improvements to this airplane even if it flies in the meantime," he said. https://www.aviationpros.com/aircraft/commercial-airline/news/21157892/celebrated-pilot-capt-sully-urges-further-updates-to-boeings-737-max 3 Novel Ways That Airlines Are Becoming More Sustainable There is a lot more interest these days in sustainable aviation. At the beginning of the year, Fortune published an insightful article on the future of sustainability in the airline industry. A lot of these initiatives have been put on hold due to COVID-19, as airlines are struggling with historic shortfalls. However, many of them can still be implemented. Here are some ways that aviation is becoming more sustainable. The Growing Use of Natural Fuel Could renewable fuel change the future of the airline industry? Will it lower the carbon footprint of airplanes around the world? DW reports that it is already possible to use natural fuel to power planes. Hydrogen can be produced with electrolyzed water, which is able to power many aircrafts. These PtLs are preferable to both fossil and biofuels, but they are costly. However, as DW reports, these costs will drop. Using Eco-Friendly Rubber for Hydraulic and High-Heat Exhaust Seals Rubber became an industrial bulwark when used for the first time in 1839. The invention of the car and its popularity helped propel the profile of rubber into the aviation industry’s consciousness as a vital compound for a variety of uses. In automobiles, rubber was important for tires and internal components; the same would hold for the aviation industry. However, early light aircraft did not need or have wheels, but the Wright brothers’ early model used cork, paper and bamboo, and was powered by a simple rubber band. As aviation grew and added wheels to the mix, rubber in automobile tires served as a great inspiration to the industry to allow for safe take-offs and landings. Over time, the aviation industry has developed a variety of advanced mechanisms used to propel aircraft safely. Aircraft and aviation insulation must withstand harsh environments, such as high speeds, cold temperatures and other drastically changing conditions. Fabricated rubber products installed during aircraft assembly by original equipment manufacturers (OEMs) allow for safe flight under extreme conditions. Here are a few parts of an aircraft that use rubber sealants with hydraulics: Aircraft hatch seals and hatch covers Rubber aircraft grommets Aircraft rubber extrusions Extruded rubber tubing for aviation Protective aircraft boots and bellows Aircraft window gaskets Gap seals And much more High temperatures require special seals that withstand such an extreme environment in aviation. High-temperature gaskets and rubber seals are crucial to maintaining safety. When you need a gasket, safety cable or rubber seal-based o-ring, the elastomer must meet higher standards. OEMs like Apple Rubber focus on creating elastomers that create high-exhaust seals made of special-grade silicone rubber, providing the perfect heat, fire and thermal resistance needed in aircraft. New Technology Aids with More Efficient Route Planning There are a number of ways that new technology can make flying eco-friendlier. It isn’t just about making the airplane use less energy and produce fewer carbon emissions for every mile flown. The goal is also to minimize the distance that needs to be flown, which reduces the carbon footprint as well. New technology can make it easier for airlines to choose the flight paths that require the least travel distances. This helps them reduce their carbon footprints considerably. Eco-Friendly Aviation is Clearly the Future There are a lot of ways that airlines can become a lot more sustainable. The three benefits listed above are perfect examples. There will likely be other options for airlines to embrace sustainability in the months and years to come. https://blueandgreentomorrow.com/sustainability/3-novel-ways-that-airlines-are-becoming-more-sustainable/ SpaceX Crew Rocket Launch Moved to November KENNEDY SPACE CENTER, Fla. — NASA astronauts won't be taking a Halloween trip to space on a SpaceX rocket after all. NASA announced Saturday that the SpaceX Crew-1 mission, which was supposed to launch on October 31, will now be pushed back to early-to-mid November. NASA says this will give SpaceX extra time to complete hardware testing and data reviews. The evaluation is tied to a recent launch attempt where SpaceX saw "off-nominal behavior" in the first-stage engine gas generators of a Falcon 9 rocket. NASA did not specify which launch had the issue. SpaceX struggled to launch a Falcon 9 rocket for a Starlink mission in the last few weeks. During one attempt, the rocket shut down 18 seconds before launch, owing to an anomalous "ground-sensor reading", according to the company. The rocket eventually launched on October 6. NASA said it had full insight into the company's launch and testing data, and full confidence in SpaceX. NASA’s SpaceX Crew-1 mission will launch NASA astronauts Michael Hopkins, Victor Glover, and Shannon Walker, along with Japan Aerospace Exploration Agency (JAXA) mission specialist Soichi Noguchi, in a SpaceX Crew Dragon capsule atop a Falcon 9 rocket, from Launch Complex 39A at NASA’s Kennedy Space Center in Florida. The rocket will head to the International Space Station. https://www.mynews13.com/fl/orlando/news/2020/10/11/spacex-crew-rocket-launch-moved-to-november Curt Lewis