March 1, 2021 - No. 16 In This Issue : Rolls-Royce powers up electric aircraft ahead of world record attempt : How Blockchain Will Optimize Aircraft Refueling : Geely to bring flying car to China in around 2024 in partnership with Volocopter : Avionics Upgrade Options Growing for CitationJets : Hartzell Receives Voyager Prop STC for Cessna 180/182/185/206 Aircraft Fleet : ESA adoption in commercial aviation could take years : LAX To Temporarily Close A Runway For An Overhaul : What packed plane 'boneyards' mean for the future of air travel : ‘Leading by example on world stage’ : SBI may enter aircraft leasing business, looking for partners : SpaceX aborts launch of Falcon 9 rocket carrying Starlink satellites Rolls-Royce powers up electric aircraft ahead of world record attempt Rolls-Royce has completed the first taxiing of its Spirit of Innovation aircraft, ahead of its first flight before the summer and an attempt to break the world record for the fastest electric airplane later this year. The airplane powered along a runway driven by its 500hp (400kw) electric powertrain for the first time in February. Taxiing is a critical test of the integration of the aircraft’s propulsion system, ahead of flight testing. Rolls-Royce plans to set the world record for the fastest electric aircraft in the world by achieving a target speed of more than 300mph (480km/h) early next year. According to the Guinness Book of World Records, the fastest electric aircraft in the world is the Extra 330LE, which during a flight on 23 March 2017 in Germany reached a top-speed of 213mph (342km/h). The Spirit of Innovation technology demonstrator uses electric motors and controllers from YASA and aviation startup Electroflight. It is being developed as part of a £6.37 million (US$9 million) ACCEL (accelerating the electrification of flight) research program, which is being part funded by the UK Government. Rob Watson, director of Rolls-Royce Electrical said, “Taxiing of the Spirit of Innovation is an incredible milestone for the ACCEL team as we progress to first flight and the world-record attempt later this year. “For the first time, the plane propelled itself forward using the power from a battery and propulsion system that is ground-breaking in terms of electrical technology.” Ground testing of the aircraft was completed last September and lasted nine months, during which the propeller was run up to full speed, around 2,400 rpm, using what Rolls-Royce says is the most power-dense battery pack ever assembled for aircraft propulsion. Over 6,000 cells are packaged in the battery. As part of the program, Rolls-Royce engineers first developed a full-scale replica of the plane’s core in a test airframe they called ionBird. Rolls-Royce hopes that developments made in the Spirit of Innovation’s electrical powertrain and battery system as a result of the R&D program will be used in the company’s future range of motors, power electronics and batteries for the general aerospace, urban air mobility and small commuter aircraft sectors. The Spirit Of Innovation will be used in an attempt to break the world record for the fastest electric aircraft next year The powertrain and battery pack was ground tested for nine months before integration into the airframe https://www.aerospacetestinginternational.com/news/electric-hybrid/rolls-royce-powers-up-electric-aircraft-ahead-of-world-record-attempt.html How Blockchain Will Optimize Aircraft Refueling Gazpromneft-Aero, the aviation fuel operator of energy powerhouse Gazprom Neft, has successfully completed tests of its own blockchain-based system for digital aviation refueling called Smart Fuel. This platform helps airlines modernize the refueling process significantly. Tackling inefficiencies Essentially, blockchain is a growing list of records (blocks) that are linked using cryptography. Each block includes a cryptographic hash of the previous block, along with a timestamp and transaction data. Companies are increasing their reliance on the technology because the data stored here is resistant to being modified. The data in any given block can’t be changed retroactively without changing all of the subsequent blocks. Notably, the Smart Fuel blockchain system allows for safe instant payments to be made for aircraft refueling. The time of payment processing between fuel supplier and airline can be reduced from four/five days to just 15 seconds. No prepayment is needed, cutting out several administrative steps that can push the refueling payment timeframe to almost a week. It’s not only time-saving benefits that can be had. With blockchain, all operations are performed according to a digital contract. This is approved by all of those taking part in the transaction, eliminating violations of the agreement. Additionally, the data from the Smart Fuel system enters a carrier’s electronic logbook and the digital aviation fuel accounting system of the refueling trucks. This allows the full automation of the refueling and information exchange procedure. Airlines and ground management are able to further optimize their workforce with this blockchain system as manual processes are reduced. The bottom line This system reduces disputes when it comes to payments and can save money in accounting processes. Dmitry Makarov, the head of the Smart Fuel project told Simple Flying that the reduction in refueling time actually helps to avoid flight delays, and in general, grants earlier boarding. It can cost hundreds of dollars for every minute an aircraft is on the ground at the airport. However, refueling time is reduced by an average of 10% with Smart Fuel. So, any time saved can be valuable for both the airline and its passengers. Makarov adds that, under traditional methods, documents can be misinterpreted or data can be incorrectly inputted. These issues require a lot of hard work to rectify. Furthermore, airlines often have to overpay in advance to make sure that there is enough money to cover the fuel. These awkward and tedious encounters are eliminated with blockchain. Regarding the system’s viability for the international market, Makarov emphasizes that Smart Fuel’s functionality is developed with consideration of IATA’s digital standards. This is not a random choice. Gazpromneft-Aero is an active participant of the association’s Fuel Data Standards Group and is looking to revolutionize the whole industry. Amid this strict industry compliance, the fuel operator claims the ability for global application and distribution lays in the DNA of its digital solutions. Collaborating well Gazpromneft-Aero has been working closely with European financial groups VTB bank and Raiffeisenbank on this project. The firms have been partnering with Russian low-cost carrier Smartavia on tests at Murmansk international Airport. The initial trials at the end of last year were a success. Altogether, over 100 scheduled flights have already been refueled using the system. Evgeniya Ovchinnikova, head of the R&D center at Raiffeisenbank, says that her company is proud to be one of the first banks to support Gazpromneft-Aero in automating refuel payments processes with blockchain. The bank has expertise in providing built-in solutions for any business processes related to blockchain-based banking services. This saves organizations the trouble of having to develop new software. Airline appreciation Smartavia recognizes the benefits of the introduction of Smart Fuel. Overall, the carrier feels that this is part of the natural step forward in the next stage of aviation. “The new revolutionary approach to the aircraft refuelling is particularly important for our airline – it makes the process fast, transparent and up-to-date,” Smartavia CEO Sergey Savostin said in a statement shared with Simple Flying. “The partnership on this project is an excellent example of how the airline is moving forward with the most advanced technologies, confirming its commitment to a smart philosophy, which, in turn, is the cornerstone of our entire business strategy.” A clear focus All in all, the Saint Petersburg-based outfit is determined to digitally transform the aviation fuel business. It highlights that results of the test refueling in Murmansk demonstrate the potential of blockchain. The company feels that its platform can become the very first step in creating an industry-wide blockchain platform that could “potentially unite authorities, airlines, airports and even tourism agencies.” “We first tested a blockchain-based technology for aircraft refuelling in 2018, that’s when we decided to create our own unique Smart Fuel platform. First of all, we prepared the legal basis to be able to use the technology for scheduled flights, and developed a user agreement for airlines. “The experience of successful test refuelling in Murmansk allows our experts to provide all the necessary assistance to quickly shift to the new technological solution and install the required software package,” Gazpromneft-Aero CEO Vladimir Yegorov added in the statement. “In particular, Gazpromneft-Aero has developed a Smart Fuel module that can be integrated into an airline’s electronic flight bag, and created a friendly interface for the pilot and air carrier’s managers. The introduction of such systems corresponds to Gazpromneft-Aero long-term strategy envisioning comprehensive automation and digitization of its facilities based on Industry 4.0 technologies.” Only the beginning This year, Gazpromneft-Aero is looking to scale up the Smart Fuel platform. The business is introducing blockchain-based transactions at nine international airports in Russia. These sites include Sheremetyevo (Moscow), Tolmachevo (Novosibirsk), and Koltsovo (Yekaterinburg). The company has an even bigger vision for the decade. It is looking to have the system in place on a global basis. https://simpleflying.com/how-blockchain-will-optimize-aircraft-refueling/ Geely to bring flying car to China in around 2024 in partnership with Volocopter Chinese automaker Zhejiang Geely Holding Group plans to bring flying car developed by its aviation branch Wofei Changkong Technology Co with German air taxi developer Volocopter to the Chinese market in about three years, Wofei Changkong Technology Co CEO Jing Chao said in a recent interview. After Volocopter receiving airworthiness certificate from the European Aviation Safety Agency, it will be easier to be awarded the same certificate from Chinese authorities under bilateral agreements on civil aviation, Jing told domestic news outlet thepaper.cn. "Hence, we're confident that flying cars will emerge in China in around 2024," Jing said. He said that the research and development (R&D) of the flying car had been basically completed, and has started to applying for certifications while there have been couriers in contact with the company for cooperation in future operation. "The clients of flying cars will not only be businessmen but also could be used in wedding ceremonies, tourism and other special event and will become a common transport tool," Jing said, expressing optimism for market demand. He said that flying car products will be operated in China by the joint venture to be launched by Wofei Changkong Technology Co and Volocopter, the report said. Wofei Changkong Technology Co was established in September 2020. The company adopts the dual-brand operation model of "Aoshi" and "Taili" brands, with unmanned drones and flying car R&D, production and operation as its main business. Founded in 2011, Volocopter builds electrically powered air taxis, with the aim to save people time and to help megacities transform their transportation systems towards a more sustainable future by adding new mobility options for their citizens. The company has built three generations of Volocopter aircraft, two of which received licenses for manned and unmanned flight with a total funding of 35 million euros ($42.3 million). In 2019, Volocopter raised its Series C funding of 50 million euros, which is being led by Geely. https://www.globaltimes.cn/page/202103/1216861.shtml Avionics Upgrade Options Growing for CitationJets As the earliest of the Model 525 Cessna CitationJet series approaches three decades in service, owners and operators of the single-pilot twinjets have a variety of flight deck modernization upgrade options available thanks to supplemental type certificate (STC) programs by avionics manufacturers and installation facilities. Collins Aerospace was among the first to offer an integrated flight deck upgrade solution for the CJ3 with its Pro Line Fusion STC four years ago. More recently, Garmin jumped in with an upgrade solution for the earliest CJs—serial numbers 1-359—by way of an STC for its GFC 600 autopilot as well as avionics STCs from JetTech and Columbia Avionics & Aircraft Services. “There’s a big demand,” a Garmin spokesman told AIN. “A lot of people that have these aircraft really want an upgraded solution.” He added that the CJ is the first turbofan to be certified for the new autopilot. Earlier, Honeywell Aerospace had planned to offer an avionics upgrade solution for the 525 with its AeroVue integrated flight deck product. But a Honeywell spokeswoman told AIN the partner that was intending to pursue AeroVue upgrades for these platforms had since made the decision not to move forward. GARMIN UPGRADES Lured by the fact that little attention had been paid to upgrading avionics in early series 525s, Broomfield, Colorado-based JetTech announced an upgrade package last fall for the CitationJet (CJ) with serial numbers 001 through 359. “We were finding with the age of the CJ that frankly, no one had touched those airplanes, so we got involved,” JetTech founder and partner/member Rob Irwin told AIN. Spurred by an upcoming STC for Garmin’s GFC 600 autopilot, JetTech offers an all-in upgrade package that in addition to the autopilot also includes two G600 TXi touchscreen primary flight displays, GTN650Xi/750Xi GPS/navcom, GTX 33/335/345/3000 transponders, GMA 35C audio panel, GDL 69A SiriusXM weather receiver, and Gi 275 standby instrument. Operators should budget about $275,000 for that package and expect about a 350-hour installation time. For those operators whose CJs already have GTNs —which Irwin said about 80 percent of the CJs have—the cost is a little less than $200,000 and installation time will be about 300 hours. Irwin said that once engine gauges can be displayed on the TXi display, JetTech plans to expand its upgrade package to include Collins Pro Line 21-equipped 525s with serial numbers 360 through 701. In January, Columbia Avionics in Missouri announced FAA STC approval for a Garmin avionics package for CJs serial numbers through 359 as well. Columbia’s all-in package includes the same Garmin upgrades as JetTech’s—autopilot, flight displays, navigator, audio panel, transponder, and weather receiver—as well as GWX weather radar; GSR 56 Iridium satcom with weather, voice, and text; Shadin AIS 380 fuel flow system; an optional Stormscope WX-500 for lightning strike information; and Mid-Continent Instruments’ MD302 Standby Attitude Module, MD93 clock and USB charger, and TA102 USB charging ports. Key benefits of the Garmin upgrades include the ability to fly fully coupled instrument approaches and go-arounds, including activation of the missed approach sequence. Also included is coupled VNAV, which greatly reduces pilot workload in high traffic areas while flying standard terminal arrival procedures. Columbia Avionics president Lance Fox said the integration of the system went smoothly during the installation process. “We were able to go straight to FAA flight tests and the aircraft came back with zero issues,” he explained. Cost of the system including installation varies depending on options, he said, and downtime is four weeks. Columbia Avionics is currently seeking STC approval from Transport Canada, EASA, Mexico’s DGAC, and other international regulators. PRO LINE FUSION The sheer number of airplanes in the CJ fleet convinced Collins Aerospace to pursue Fusion avionics upgrades for the family of light Cessna twin jets. It starts with an STC for the Pro Line 21-equipped CJ2+ in April followed by STCs for the Fusion upgrade for the CJ1+ and CJ3, Nicole White, Collins senior director of business and regional avionics sales told AIN. “There were a series of factors that went into our decision to focus on this fleet,” she said. “It's a very popular aircraft, which means there is a large enough addressable market for us to invest in making an aftermarket solution.” Other key factors were hull value, operator profile such as the mission of the aircraft as well as ease of integration with the existing flight deck and a solid certification base. “We partner very closely with the Citation Jet Pilots organization and host working groups with their constituents, so we understood what they were looking for, and our Fusion technology meets their most important requirements,” she said. Since its introduction the Fusion upgrade for CJs has been fitted on nearly 40 CJ3s, White said. Two of the most significant advantages of the CJ3 Fusion upgrade are better situational awareness and reduced pilot workload, she said. The Fusion upgrade replaces the Pro Line 21 portrait-oriented displays with three larger 14.1-inch touchscreen displays in landscape format. The package includes high-resolution synthetic vision as standard and Collins’s airport dome, which highlights the destination airport, and extended runway centerlines with mile markers to enhance situational awareness in all flying conditions. The configurable displays also allow pilots to save certain screens for different phases of flight or based on preference—meaning they aren’t having to set and reset the displays on every flight, White added. “[That] has been one of the biggest improvements we have heard from the CJ pilots using Pro Line Fusion today from a time savings standpoint,” she said. The Fusion upgrade also supports the FAA’s NextGen program, providing operators not only with CPDLC capabilities—FANS in the U.S. and ATN B1 in Europe—but also digital departure clearances at 62 U.S. airports. ACARS/AOC data link messaging capability is a value-added option with the Fusion upgrade. Operators can also take advantage of lower minima with the improved accuracy of WAAS/LPV approaches, she said. “Today more than 4,000 LPV approaches are available, increasing access to more destinations. We are also working to finalize an STC update to bring SiriusXM weather capability to the field.” EXPANDING FUSION UPGRADES Based on market feedback, there is interest from CJ1+ and CJ2+ operators to have that same technology in their Pro Line 21-equipped airplanes. Collins has responded by developing additional STCs for those aircraft and provided there aren’t any additional effects from Covid-19, the company expects FAA STC approval of the Fusion technology for the CJ2+ in the first quarter of this year with STCs for the CJ1+ and an amendment to the CJ3 following closely behind. “We have launch aircraft secured for both the CJ1+ and CJ2+ developments and we are really pleased with the volume of quoting occurring at both Textron’s service network and through our Collins dealer network, with operators interested in upgrading their aircraft in 2021 and beyond,” White said. Collins also plans to pursue CJ1+ and CJ2+ STCs and CJ3 amendment approvals from Transport Canada and EASA. Collins expects to improve aircraft downtime with the expansion of Fusion upgrades for the CJ. Customer feedback on the CJ3 program has prompted Collins to revisit Fusion installation design, and it now has a goal of reducing downtime by 50 percent, which would be three weeks, White said. The upgrade is available through Collins’s authorized dealer network as well as at Textron Aviation service centers. Pricing for the Fusion upgrade in the CJ3 at a Textron Aviation service center is currently $299,700, according to Textron Aviation. Pricing for the CJ1+ and CJ2+ Fusion upgrades wasn’t yet available. OTHER AVIONICS OPTIONS For CitationJet owners not looking for an entire flight deck upgrade, there are products from Avidyne and Universal Avionics that can help add modern functionality. Avidyne’s dual-hybrid-touchscreen IFD550/540 Series FMS/GPS/navcoms are approved for installation in the straight CitationJet and CJ1, 1+, 2, 2+, and 3 models equipped Pro Line 21 avionics and the FGC-3000 digital flight control system. The upgrade includes auto-coupled LPV approach capability, 3D synthetic vision, and wireless connectivity to third-party apps such as ForeFlight The IFD550 and 540 include 16-watt VHF communication radios and dual VHF navigation and ILS capability, along with the option of dual Avidyne SkyTrax 322 remote-mount or SkyTrax 340 panel-mounted Mode-S transponders for ADS-B Out. Avidyne’s new Atlas FMS is undergoing certification and will be offered for larger Citations as well as other aircraft models. While Avidyne isn’t yet targeting the CJ market, a company spokesman told AIN, “We need to gather a little more market intel before investing in that effort.” The Universal Avionics UNS-1K FMS was installed in the straight CitationJet and under an STC in some CJ1s, according to Robert Randall, director of strategic business development. Now Universal offers an STC to upgrade those UNS-1K FMSs to the modern UNS-1Lw, -1Ew, or -1Espw SBAS-FMS with LPV monitor. A Columbia Avionics STC is also available to upgrade CJs with Universal’s EFI-890R flight displays with synthetic vision. Universal Avionics is interested in speaking with CJ1 and CJ2 owners who are interested in a fully integrated Universal flight deck, Randall said. This would include Universal’s InSight avionics suite with synthetic vision and EGPWS, UNS-1Lw SBAS FMS, and CPDLC and digital clearance via the UL-801 Communications Management Unit and Universal cockpit voice recorder. The upgrade would retain the existing autopilot, flight director, and radios. Universal could also STC its SkyLens head-wearable display as part of such an upgrade. https://www.ainonline.com/aviation-news/business-aviation/2021-03-01/avionics-upgrade-options-growing-citationjets Hartzell Receives Voyager Prop STC for Cessna 180/182/185/206 Aircraft Fleet PIQUA, OHIO, UNITED STATES, March 1, 2021 /EINPresswire.com/ -- Hartzell has expanded the eligibility of its popular three-blade aluminum Voyager props. The Voyager is now STC approved for the large fleet of Cessna 180/182/185/206 aircraft, powered by Continental 520 and 550 engines. The Voyager, which has been well received by bush pilots, was previously approved for Cessna's A185E/F Skywagon and AgCarryall aircraft. "Inspired by enthusiastic customer acceptance since we introduced the Voyager in 2019, we decided to make it available to a much broader fleet," said Hartzell Propeller President JJ Frigge. "We are also excited to partner with the Recreational Aviation Foundation (RAF) to offer its members a $1,000 discount off the regular price from now until the end of 2022." Improved Performance The custom-designed Voyager propeller provides premium performance with up to seven knots faster cruise speed, 10 percent better take-off acceleration, an exceptional climb rate, and quieter flight. It features swept aluminum blades designed for optimal performance. Cessna backcountry adventurers are encouraged to contact Hartzell Propeller or one of its Recommended Service Facilities to order the Voyager. Following STC approval, Hartzell expects to deliver more than 50 additional Voyager propellers by the end of the year. Regular pricing for the 86-inch diameter Voyager propeller will be $14,179, including polished spinner and all STC documentation. The new scimitar propeller can be reworked down to 84 inches in diameter if needed. The Voyager propeller has a 2,400-hour, six-year TBO, and the longest propeller warranty in the business through first overhaul. Commitment to Backcountry Flying "The Voyager is a real tribute to Hartzell Propeller's commitment to backcountry pilots. It shows that they are paying attention to what the market is looking for, they hear what we're saying, and they understand," said RAF Chairman John J. McKenna, Jr. "Hartzell really hit the nail on the head with this one. I've had a number of different propellers on my 185, and the Voyager has outperformed them in all quadrants. Not to mention, it's a great looking propeller." In addition to providing a RAF discount, Hartzell Propeller will make a $250 contribution directly to the RAF organization for every member that buys the Voyager until the end of the year. The RAF is a non-profit organization with the mission to preserve, maintain and create public-use recreational airstrips for backcountry access throughout the United States. Hartzell Propeller is the global leader in advanced technology aircraft propeller design and manufacturing for business, commercial and government customers. The company designs next generation propellers with innovative "blended airfoil" technology and manufactures them with revolutionary machining centers, robotics and custom resin transfer molding curing stations. Hartzell Propeller and sister companies, Hartzell Engine Technologies LLC, Quality Aircraft Accessories, and AWI-AMI (Aerospace Welding Minneapolis, Inc., and Aerospace Manufacturing, Inc.) form the general aviation business unit of Tailwind Technologies Inc. For more info on Hartzell Propeller, go to www.hartzellprop.com. About the Recreational Aviation Foundation The Recreational Aviation Foundation (RAF) was founded by a group of Montana pilots who realized the threat of recreational airstrip closure was of national concern. They also recognized there was a need for a unified effort by pilots everywhere to protect public recreational opportunities. The RAF is dedicated to preserving existing airstrips and creating new public-use recreational airstrips throughout the United States. For more info see: https://theraf.org/. https://www.einnews.com/pr_news/536004615/hartzell-receives-voyager-prop-stc-for-cessna-180-182-185-206-aircraft-fleet ESA adoption in commercial aviation could take years When will electronically steerable antennas be ready for primetime in commercial aviation? COVID has kicked the proverbial can down the road a bit. And according to a growing number of inflight connectivity stakeholders, meaningful industry adoption is still years away. Hughes Hughes Network Systems has an interesting position in the discussion. Under an agreement forged late last year with LEO satellite operator OneWeb, Hughes is to develop and manufacture the core module for OneWeb user terminals – for both electronically and mechanically steered antennas – including for the aero market and other verticals. Company vice president Reza Rasoulian told Runway Girl Network that while ESA technology “continues to get better and better” and will likely be beneficial to the aero ecosystem in time, Hughes expects them to be fielded “over the next three to five years”. Flat panel antennas with a mechanical component, such as ThinKom Solutions’ VICTS antennas, offer big promise, however. According to Rasoulian, Hughes has seen “rock solid results” with the GDC Technics-developed Falcon 300 terminal for Texas-based Hillwood Airways, a system that builds on ThinKom’s Ka2517 antenna and is paired with Kontron wifi and media server elements. Hughes’ Ka-band GEO satellites power the service. “The Hillwood aircraft has been flying on our network for close to a year now and we’re seeing fantastic performance,” Rasoulian confided earlier this year. That also bodes well for the new Inmarsat/Hughes GX+ North America solution, which uses a GDC Technics terminal comprising the Ka2517 antenna and Kontron hardware. Inmarsat Indeed, Inmarsat is positioning GDC’s new terminal – with ThinKom VICTS – as not just an integral part of GX+ North America, but a global solution for global GX transmissions, available alongside Honeywell’s mechanically-steered JetWave hardware for GX. “In the long term, ESA antennas are expected to become the standard for the industry, however the date by which a cost effective, highly functional ESA solution will be available continues to move to the right. We continuously work with antenna providers, including of ESA solutions, to test these solutions on the Inmarsat networks,” said Inmarsat Aviation SVP, inflight business Niels Steenstrup. Honeywell For its part, Honeywell wants to be out in front of developments in electronically steerable antennas for aviation, especially given the build-out of low-latency LEO and MEO constellations but the hardware has got to have the right size, power and cost. “We’re not quite sure that it’s ready yet but it matures every year,” said Honeywell vice president and general manager, aerospace and connectivity services John Peterson, noting that Honeywell has some of the best RF people in the world. Honeywell isn’t precluded from working with other ESA providers, with Peterson noting that the firm “has a couple of things that are secret sauces and one of them is our software. Our ability to track and locate and switch … and we also have a lot of really good software with routing and with managing networks specific and unique to aviation. It’s not unusual for us to see ourselves as a software industrial company.” With the right ESA hardware, Honeywell could be “an amazing software integrator and someone else could manage the hardware. That’s not unusual for us these days.” Gogo Intelsat-owned Gogo Commercial Aviation sees a similar timeline for the introduction of viable ESAs in aero. The entire industry sees ESAs as “the next logical step” in antenna evolution, Gogo Commercial Aviation president John Wade told RGN in December 2020, “but we believe they’ve got quite a long ways to go before they’re going to be ready for primetime, and even then they won’t be able to offer the same level of performance that we can get from ThinKom’s antennas that we use for 2Ku.” He continued: So we think the timeline is longer than … is a little further away than the guys making the antennas, at least, would have us believe. And it’s not just a question of is it available, but it’s a question of what’s the reliability? What is the RF performance, etc.? We’re seeing incredible performance from the ThinKom antennas today. They’ve always performed extremely well in terms of their RF performance. But now their on-wing reliability is huge. It’s measured in hundreds of thousands of hours now. You’re very aware we went through the deicing issue a few years ago. And all the lessons we learned from that means we’ve now got antennas which perform better than any antenna I can think of. Gogo famously white labeled the Ku-band version of ThinKom’s VICTS antenna as Gogo 2Ku. It is interesting that 2Ku will compete with GX+ North America (as well as GX globally), each with hardware from ThinKom. It is often assumed that business aircraft operators will be the first to adopt ESA antenna architecture, but Wade thinks we might see ESAs “emerging first on larger commercial transports” given the limited fuselage space on most business aircraft, though he allows that he could be proven wrong. The Gogo Commercial Aviation president added: “I don’t know which aircraft would take advantage of it first, but I think the industry is aligned that whoever leads the way in terms of the flurry of people that are developing the ESAs, there will be two or three that stand ahead of the rest…” Qest Management at antennamaker Qest disagree with Wade’s prediction vis-à-vis where ESAs will first emerge in aviation. In an interview with RGN, Qest chief commercial officer Michael Stobinski and CTO Michael Seifried suggested that phased array antennas for LEO and MEO constellations will initially enable connectivity on smaller sized regional jets and business jets. Large bizjets have tail-mount or fuselage-mount, but a huge number of smaller bizjets only have L-band connectivity today, especially outside of North America. “The big strength of LEO systems will be getting the terminals small and really efficient. That’s the big selling point of them in the end.” Qest’s next generation Ka-band antenna is mechanically-steered, but the company is keeping its fingers in the ESA pie as well, recently forming a sister company to advance its phased array work. Noting that readiness “really depends on when LEO constellations are ready”, Seifried shared his personal opinion that ESA readiness for aero will take at least two years, maybe more. The Qest executives also weighed in on rival ThinKom’s Ka2517 antenna, suggesting it might be good for the United States, but doubting it’s a good and efficient international terminal “at least from what we know from requirements which come to us from satellite operators”. That doesn’t mesh with ThinKom’s experience. “[We] wish to point out that the likes of Gogo, and (more recently) Inmarsat, Hughes, Thales, and (soon to be disclosed) others have diligently evaluated the full-range of available (and even ‘soon to be available’) IFC antennas and suppliers, including the full spectrum of phased-array and gimbaled flat-plate antenna technologies,” said ThinKom CTO Bill Milroy. “Based on their findings, and including all of the key IFC-specific metrics including price, performance, size, reliability, power consumption, coverage, GSO/NGSO interoperability, Satellite OPEX, weight/drag/fuel-burn, etc., they’ve ultimately chosen to go with ThinKom.” SmartSky Phasor Solutions, which was acquired out of bankruptcy by Hanwha Systems, is widely assumed to be among the top aero ESA contenders. The former CEO of Phasor, David Helfgott, is now the CEO of SmartSky Networks. While ESAs aren’t specifically relevant to SmartSky’s nextgen air-to-ground (ATG) inflight connectivity solution, the company tracks adjacent technologies. For the uninitiated, passive arrays are lower cost, and lower performing. “They don’t beam form as accurately, they don’t scan as accurately. That makes them ill-suited to aviation for sure because you have adjacent satellite interference, and the gain of the satcom bandwidth is poor,” Helfgott explained. Active arrays, meanwhile, such as from the likes of SatixFy, Collins Aerospace and Phasor tend to be chip-based, actively scanned arrays. Usually, they offer higher performance “but they tend to be more expensive and more power consumptive so the trick is can these type of antennas come down fast enough”, he noted. So a compromise is ThinKom’s flat-panel VICTS, he said, noting that VICTS is very good technology, but heavy so you wouldn’t equip it to a classic business jet, for instance. NXTCOMM A new flat-panel antenna maker on the scene, NXTCOMM acknowledged the challenges of cracking into aviation with ESAs when GEO satellite constellations are powering most IFC solutions. But perhaps unsurprisingly, the company takes a rosier view of the ESA market for commercial aviation, though it’s focusing its efforts on defense in the near-term. “IFEC stakeholders more likely believe that ESAs may not be the right product to support GEO constellations for the right price. I’d expect today’s ESAs to be cost competitive to mechanically steered antennas with higher reliability. The ESAs promised in the last decade never delivered on their promises, and their poor aperture efficiency only made the potential offerings significantly larger than what NXTCOMM envisions bringing to market. Larger sized ESAs almost always equate to more cost, and lower reliability as well,” suggested NXTCOMM chief commercial officer Stephen Newell. “The same IFC stakeholders now see LEOs on the horizon, and that revolution cannot be unlocked with the current crop of mechanically steered antennas. LEO networks complement ESAs, allowing for smaller antennas and more bandwidth. All the IFEC providers see this conundrum: LEOs will be awesome but aren’t here yet, and they’ve built out huge networks and deployed thousands of antennas for GEO networks.” For now, however, it would seem that ThinKom’s VICTS is sitting pretty. https://runwaygirlnetwork.com/2021/02/28/esa-adoption-in-commercial-aviation-could-take-years/ LAX To Temporarily Close A Runway For An Overhaul Los Angeles International Airport (LAX) temporarily closed one of its four runways and two taxiways to allow them to undergo a $17.3 million renovation beginning February 26, 2021. In a statement seen by Simple Flying, Los Angeles World Airports (LAWA) said it is temporarily closing runway 7R/25L and two taxiways on the south side of the airport. According to LAWA, the work will involve the removal and replacement of 6,000 feet of runway 7R/25Ls asphalt along with taxiways H6 and H7. None of the work is expected to have any impact on LAXs arriving and departing flights. In addition to the new asphalt overlay, LAWA will be adding the latest energy-efficient LED lighting along the runway’s centerline. LAWA has set a time frame of two months to get the work done, meaning that runway 7R/25L and taxiways H6 and H7 will be operational again by early May. The work will cost LAX $17.3 million “At the start of the COVID-19 pandemic, we challenged ourselves to use this time of a reduction in air traffic to complete repairs and airfield improvements more efficiently than ever before,” said Bernardo Gogna, Chief Development Officer, Los Angeles World Airports (LAWA) in the press release. “The replacement of the asphalt on Runway 7R/25L is an example of how we are investing in the long-term health of our airport and completing work that would have been much more disruptive if done when we were operating at full capacity.” Brea, California-based Sully-Miller Contracting Co has been awarded the contract and will carry out the refurbishment at the cost of $17.37 million. Also included in the project is the replacement of concrete approach slabs at the bridge over Sepulveda Boulevard. By adding the latest LED lighting technology, energy costs and maintenance will see a significant reduction. With advancements in the material used for runway building, the work being done to 7R/25L should keep the runway open for at least the next ten years. Runway 7L/25R will handle all flights Runway 7R/25L is LAXs preferred runway for arriving aircraft, while parallel runway 7L/25R is the preferred choice for departures as it is closer to the terminal buildings. When 7R/25L is a non-operational runway, 7L/25R will handle both arriving and departing flights. Some arrivals may, however, be moved to the north runway complex. Runway resurfacing work is usually done every 10 to 12 years as the runway’s surface reaches the end of the time span it was designed for. Because of runway 7R/25Ls location, noise impacts are expected to be minimal, and overnight over-ocean operations will not be affected. Other airports are doing runway resurfacing With COVID-19 having a devasting effect on air travel and the number of people flying, it is surprising that we have not heard of other major airports not undertaking runway resurfacing. We know of Wellington International Airport (WLG) in New Zealand, which should have just been completed, and Florence Airport (FLR) in Italy. Florence Airport decided to close for runway resurfacing and redirect flights to Pisa International Airport (PSA) and Bologna Airport (BLQ). FLA is currently scheduled to reopen on March 1, 2021. https://simpleflying.com/lax-runway-overhaul/ What packed plane 'boneyards' mean for the future of air travel When the Covid-19 pandemic brought international travel to a near-standstill in 2020, commercial airlines parked unneeded planes in some of the most remote locations on Earth. Air New Zealand sent 12 of its 15 Boeing 777s to long-term desert storage facilities in California and New Mexico, grounding three remaining widebody aircraft in Auckland. Four 777-300 aircraft were parked up in Victorville in the western Mojave Desert, while the 777-200s were divided between there and Roswell, New Mexico. Facilities of this type are known as commonly called boneyards – or aircraft graveyards where planes are left to slowly rust into metallic skeletons or are pulled apart for scrap. So what now for those planes? Will they return to service, or will our flying experiences change forever? Why do planes get sent to deserts? There are three main reasons: Deserts make planes less susceptible to corrosion, there’s plenty of space, and it saves them a lot of money. Ian Petchenik, a spokesman for flight tracking website Flightradar24, says moisture damages planes in storage. “The drier the climate, the easier it is to keep aircraft components in proper working order and stave off corrosion. And deserts offer a large amount of space for a low price.” Airports, by contrast, are often close to the sea, which means corrosion and slows down a return to service. Most busy, working airports don’t have the space to store large numbers of aircraft. Frankfurt Airport, for one, closed its newest runway twice in 2020 for Lufthansa to park its planes on. Aviation expert Irene King says airports tend to charge “prohibitive parking fees”. Airlines pay about US$5000 (NZ$7000) a month to store a plane at a desert facility, she says, noting that this is “much, much cheaper” than it would cost to store one in New Zealand. Are planes looked after in storage or left to rust? That depends on whether it’s due to fly again. If it is to be recalled, facility technicians ensure all entrances to the aircraft are sealed to keep out dirt, dust and wildlife. They run the engines and other systems periodically to ensure they keep ticking over. “The interior of the aircraft is also prepared for storage,” Petchenik says. “For instance, Qantas’ stored A380s at Victorville are loaded with over 100kg of silica to prevent moisture from affecting the cabin fixtures.” “If planes have to be parked up with a view that they should retain a value or be able to return to service at a cost that is acceptable, then the dryer the park-up facility the better.” How many planes are in boneyards? The pandemic has forced more planes into boneyards than any other event in recent history. Last year was the worst on record for the aviation industry, with traffic only about a third of 2019 levels, International Air Transport Association (IATA) figures show. International traffic in 2020 was 75.6 per cent lower than in 2019. “Last year was a catastrophe,” IATA CEO Alexandre de Juniac says. “There is no other way to describe it. What recovery there was over the Northern Hemisphere summer season stalled in autumn and the situation turned dramatically worse over the year-end holiday season, as more severe travel restrictions were imposed in the face of new outbreaks and new strains of Covid-19.” The association has predicted there will be twice as much traffic in 2021 as there was in 2020, but with the new Covid-19 strains all bets are off. London-based aviation data and analytics company Cirium said in February that 32 per cent of the world’s passenger jets were in storage, and many may remain there for some time. Long-haul aircraft are likely to remain grounded for longer than domestic planes. “Yes there are domestic 737s and A320s parked up, but the expectation is that at least 80 per cent of these will be flying by the Northern Hemisphere summer,” King said. “For the long-haul aircraft, the situation is not so rosy with predictions that less than 40 per cent of the pre-Covid fleet is flying.” Petchenik says most aircraft sent to storage during the pandemic will eventually return to service, but the end is nigh for certain large wide-body planes. The future looks particularly dire for four-engine wide-bodies as they are less fuel efficient and more expensive to run than twin-engine models such as the Boeing 787 Dreamliner and Airbus A350. “Large aircraft, particularly those with four engines, are the clear losers as far as ever flying again is concerned,” he said. Airlines are hanging on to A330 and B777-300 wide-bodies, however, thanks to their ability to carry cargo efficiently, King said. Will Air NZ’s stored wide-bodies return to service? Air New Zealand said in September that its 777s wouldn’t come out of storage for a year at least, and an airline spokesperson told Stuff that is still the case. The airline has indicated that the older 777-200s are no longer needed. They could be sold or scrapped. The 777 – the largest twin-engine aircraft in the world – is also the largest aircraft in the national carrier’s fleet and has operated most of its long-haul routes for the past 15 years. Patterson said it is “an unfortunate reality” that many of Air New Zealand’s aircraft in long-term storage will not be recommissioned. “Demand for long-haul international travel following the pandemic will be relatively sluggish and so Air New Zealand will not need such a large fleet initially. “It is likely that some of its older Boeing 777 may never return to active service for the airline and instead will be sold to other airlines or for scrap. There will be a significant glut of such older aircraft being sold by other airlines so the value of them will be very low.” Air New Zealand said its international schedule will be operated by more fuel-efficient Boeing 787 Dreamliners, while A320s and A320neo and A321neo aircraft would fly trans-Tasman and Pacific Island routes. “These aircraft will offer the airline better prospects of returning to a cash operating surplus in a world where long-haul travel demand may only sluggishly return,” Patterson says. What about the other airlines? A lot had already begun replacing long-range wide-bodies with higher-tech, more fuel-efficient models before the virus struck. British Airways announced in July that it would retire its 31-strong fleet of Boeing 747s four years earlier than planned because of the pandemic. The UK carrier says it would operate more flights on Airbus A350s and 787 Dreamliners, expecting them to help it achieve net-zero carbon emissions by 2050. That same month, Qantas put its last 747 into early retirement in the Mojave Desert, six months ahead of schedule. Air France, Dutch carrier KLM and US carrier Delta are among the other airlines to have retired their 747 fleets. Delta has also sent its 777 fleet to desert storage facilities, saying it would replace them with Airbus A350s which burn 21 per cent less fuel. Japan Airlines and rival All Nippon Airways are among the other carriers to have recently announced plans to retire 777s, while Germany’s Lufthansa said it would retire the last of its 747-400s and that eight A380 superjumbos would only be reactivated in the event of a sharp market recovery. The A380 was on the way out before the pandemic struck – Airbus announced in February 2019 that it would stop making the world’s largest superjumbo passenger jet after Emirates, its largest customer, reduced an order from 53 planes to 14. The UAE-based airline opted for 70 smaller, more efficient, A330 and A350 aircraft. Some carriers had orders for newer wide-bodies before the pandemic but, with the future of international travel still so uncertain, many have sought to delay deliveries, swap them for smaller models, or cancel their orders entirely. The silver lining of all this is that the pandemic is helping pave the way for a more environmentally-friendly aviation sector. Cirium says new, fuel-efficient aircraft will dominate skies as airlines seek to lower their carbon footprints. “This year has seen more narrow-body aircraft fly, mainly as domestic flights are recovering versus international. The popularity of the Airbus A321neo is evident. The Boeing 737 Max is now making a return to the skies. Each of these aircraft have the latest technology and excellent range, are the furthest away from the next maintenance check, and are the most fuel efficient.” How will this change the international flight experience? When international travel resumes en masse, we’re likely to see smaller aircraft, including more narrow-bodied models, on overseas routes previously flown by wide-bodies. Unlike wide-bodies, with their twin aisles and rows of up to 10 seats, narrow-bodies have single aisles, six seats per row and generally less space. Next-generation narrow-bodies equipped with the latest engines include the Airbus A220, the Boeing 737-Max, and the Airbus 321XLR. Capable of flying up to 8700 kilometres, or for around 10 hours, the latter has been earmarked as a potential game changer. Ten hours in the air isn't always enough for flights from New Zealand though. Hence, Air New Zealand using its Dreamliners on longer routes. Some Dreamliners are capable of ultra-long-haul flights – such as Auckland to New York – but carry fewer passengers than wide-bodies, depending on configuration. While smaller than its 777 aircraft, Air New Zealand’s 787s still offer plenty of space. There are two aisles and nine seats per row in economy, compared with the 777’s 10 seats. Business class passengers are able to lie down in flat beds in both models. The Airbus A320, A320neo and A321neo aircraft on trans-Tasman and Pacific routes are all single-aisle, narrow-bodies with six seats per row. Going forward, King says passengers are going to have to accept that wide-bodied models will be available less often, at least in the medium term. However, with modern fit-outs, that doesn’t necessarily translate to a more uncomfortable experience. “It’s just different. There are two engines rather than four (and) fewer passengers per aircraft, but perhaps a more modern ambiance as manufacturers are always striving to improve the experience.” Flights on narrow-bodies aren’t any slower either. “All aircraft of the modern generation fly more or less at the same speeds irrespective of size,” she says. As for whether we will have to pay more for international flights in future, King says it will depend on the demand. On highly competitive routes, passengers probably won’t have to pay more, she said. “However some passengers are prepared to pay a premium for a nonstop flight – for example from London to Perth – so it’s hard to say, because it comes down to what the passenger is prepared to pay. There are also some days when passenger loads are lighter and so airfares are lower. It’s simply a supply-demand equation.” Pandemic or no pandemic, some things never change it seems. https://www.stuff.co.nz/travel/news/300232874/what-packed-plane-boneyards-mean-for-the-future-of-air-travel ‘Leading by example on world stage’ Craig Willis, the senior vice president for global markets at Growth Energy and the Climate Ethanol Alliance, has outlined what the organisation’s prospects for the next 12 months will be like. He began by saying that President Joe Biden has promised to open a new chapter in US trade talks around the world, which is welcome news. He said: “The goal is to ease tensions and return to a more multilateral approach to opening new markets for US exports. “At the same time, we can expect the new administration to take a measured approach, working with trading partners like China to ensure that commitments made over the last four years remain in force. “That includes the new the US-Mexico- Canada Agreement (USMCA), which renewed US bonds with two of the most important markets for American exports. For biofuel producers, the stakes are high. “According to the latest reports from the USDA Foreign Agricultural Service, export markets for US ethanol and distillers are picking up, despite the lingering effects of COVID-19 on global demand. “Last October, the US exported 126.52 million gallons of ethanol and 951,500 tonnes of distillers grains, up from both the previous month and when compared to the same period in 2019. Among those exports, Canada was the top destination for ethanol, accepting 35.56 million gallons, and Mexico was the top destination for distillers grains, at 180,650 tonnes. “Building up these markets remains one of Growth Energy’s top priorities. Thanks to our pioneering work with Prime the Pump, the relationships we have built over the last decade with an unmatched network of retail partners has given us a powerful tool to do just that. “In November, Casey’s stepped up to the plate in North America to encourage policies that support higher ethanol blends. A leading E15 retailer, Casey’s dispatched its vice president of fuels, Nathaniel Doddridge, to join us for a presentation to approximately 170 Mexican retailers and government officials at a workshop sponsored by the Mexican Retailer Service Station Association (AMPES). “During the event, Doddridge helped paint a picture for retailers south of the border, which are eager to meet consumer demand for clean, affordable fuelling options. A nationwide transition to E10 in China, India, Canada, Mexico, Japan, and Indonesia would create a combined potential of 7.6 billion gallons of new ethanol demand. “Mexico alone could offer a 1.2 billion gallon growth opportunity at an E10 blend. In Canada, the bar is climbing higher, with E15. The decision is a win for US farmers and biofuel producers alike. “But we recognise that trade negotiations and regulatory victories are just the first step. “Bringing biofuels into new markets means establishing new partners in the retail community who understand the value proposition of ethanol blends, which help attract customers, reduce prices, and protect human health from air pollution. “That is why we are grateful to Casey’s and our other retail champions for working with Growth Energy to educate new leaders and build confidence in the market potential of renewable fuels.” https://biofuels-news.com/news/leading-by-example-on-world-stage/ SBI may enter aircraft leasing business, looking for partners New Delhi: State Bank of India, the country's biggest lender is evaluating options to enter the aircraft leasing business after the government, in the Union budget for 2021-22, had announced incentives for aircraft leasing companies to open offices in the Gujarat International Finance Tec-City (Gift City), an international financial services centre, near Ahmedabad. “We are evaluating options to handle aircraft leasing business in Gift City subject to regulatory approvals and viability,” the Economic Times quoted Ashwini Tewari, managing director – international banking, technology and subsidiaries, at SBI as saying. As the state-owned lender does not have any expertise in running an aircraft leasing business, it is looking for a foreign partner for the proposed venture, the publication mentioned citing people familiar with the development. “SBI does not have the expertise of running an aircraft leasing business and the bank is looking for a foreign partner that has the expertise in the sector,” the business daily quoted an unnamed person as saying. The leading public sector bank’s entry into the business is on the lines of Bank of China, which entered the market as part of a plan by the Chinese government to develop China as a leasing hub for aircraft. Worth mentioning here is that Bank of China has become one of the largest aircraft leasing companies in the world and is also the third-largest in India in terms of the number of aircraft leased. The company has leased more than 25 aircraft to various airlines in India. With the announcement of incentives, at least five companies have shown interest in opening aircraft and helicopter leasing companies at Gift City, the ET report said. International aircraft asset management company Acumen Aviation and Mumbai-based aviation service firm Vman Aero are said to be setting up an aircraft leasing shop. To start with, these companies will look at Indian airlines for business, the publication mentioned citing sources. They have about 1,000 aircraft on order and currently lease planes through leasing firms based out of Ireland, Hong Kong and Singapore among others. SpiceJet promoter Ajay Singh is looking to start leasing seaplanes through an Indian company in Gift City and is also looking to become a partner in a leasing company in personal capacity, people familiar with the matter said. While Indian airline companies are open to leasing from companies based out of India, they have apprehensions on the implementation of these announcements. “Implementation of this scheme will be key,” an industry official told ET. “But if a bank like SBI gets into the market, it will be a big plus for aircraft leasing in India.” The Narendra Modi government, since its first term, had been working to develop leasing companies in Gift City and had earlier discussed the China model of aircraft purchases to nudge leasing companies to come to India. In the China model, the state orders aircraft on behalf of every airline and fetches investment deals from the company selling the aircraft and also leasing companies. This idea was rejected by Indian airlines. https://www.timesnownews.com/business-economy/companies/article/sbi-may-enter-aircraft-leasing-business-looking-for-partners/726541 SpaceX aborts launch of Falcon 9 rocket carrying Starlink satellites The auto abort occurred just over a minute before liftoff. A veteran SpaceX rocket suffered a launch abort just minutes before liftoff Sunday night (Feb. 28) while attempting to launch a new fleet of the company's Starlink internet satellites. The Falcon 9 rocket was less than 90 seconds away from launching 60 Starlink satellites into orbit from Pad 39A of NASA's Kennedy Space Center in Cape Canaveral, Florida when it experienced the automatic abort, SpaceX said. "Overall, the vehicle and payload are healthy and remain in good health," SpaceX production supervisor Andy Tran said during live launch commentary. "The next launch opportunity is tomorrow, March 1, at 8:15 Eastern time." You can watch the launch live here and on Space.com, beginning at about 8 p.m. EST (0100 March 2 GMT), courtesy of SpaceX. You can also watch the launch directly from SpaceX here. Sunday night's launch abort is the latest delay for this particular Starlink mission. It was originally scheduled to fly earlier in February, but was delayed due to hardware issues and poor weather. The mission, called Starlink 17, will now be SpaceX's 20th Starlink mission and the company's sixth launch of 2021. SpaceX currently has more than 1,000 Starlink satellites in orbit as it builds a megaconstellation capable of providing global high-speed internet coverage, particularly to remote or underserved locales. The Falcon 9 rocket for Starlink 17 includes a first stage booster that has flown seven times so far. It launched the Iridium-8 and Telstar 18 Vantage satellite missions, as well as five separate Starlink flights. The booster is poised to be the third Falcon 9 booster to fly eight times and, if all goes well, will land on the drone ship "Of Course I Still Love You" in the Atlantic Ocean so it can be recovered. SpaceX's current Block 5 Falcon 9 rockets are designed to fly up to 10 times as part of the company's reusability program to lower launch costs. In addition to the booster, the Starlink 17 mission also includes reused payload fairings (its clamshell-like nosecone). One half is making its fourth flight while the other is on its third. Two SpaceX recovery ships, the GO Searcher and GO Navigator, are stationed off shore to recovery the fairings for later reuse as well. According to the U.S. Space Force's 45th Weather Squadron, there is a 70% chance of good weather for a SpaceX launch on Monday night. https://www.space.com/spaceX-starlink-17-launch-abort Curt Lewis