June 28, 2021 - No. 50 In This Issue : Start Up Velontra Accelerates Hypersonic Technology to Regain America's Military and Aviation Dominance : SQ launches carbon offset scheme : EU project HyFlexFuel converted sewage sludge and other biomasses into kerosene by hydrothermal liquefaction (HTL); SAF : Reports Suggest Airbus May Test Hydrogen Tanks On The A380 : TSA to reinstate self-defense for airline crews amid rise in unruly passengers : Hudson Valley Airport, DCC unveil new educational facility : American Airlines Flight Lands Safely at Bradley After Flight Control Issues : FAA Implements Internal Voluntary Reporting System : High Wing Vs Low Wing Aircraft : Virgin Galactic overcomes the final hurdle and sends customers into space with a FAA nod-Technology News, Firstpost : SpaceX aiming for first orbital test launch of Starship in July Start Up Velontra Accelerates Hypersonic Technology to Regain America's Military and Aviation Dominance CINCINNATI, June 28, 2021 /PRNewswire/ -- Two rocket scientists, a Harvard-educated lawyer and an award-winning entrepreneur are on a mission to ensure that America's military is not left behind by Chinese and Russian technology advances. With the founding of Velontra, the foursome is now hyper-focused on developing innovative solutions to unmanned supersonic and hypersonic challenges—faster, cheaper and better than traditional methods. "We are a veteran-owned business dedicated to serving our country though we are no longer in uniform," says Velontra CEO and Marine Corps veteran Zachary Green. "We joined together because our team has brilliant rocket scientists who are discouraged by the slow pace and high cost of large U.S. companies.' Green recognizes how lean start ups with extraordinary know-how can accomplish more than companies mired with bureaucracy. He previously turned a simple idea into an over $30 million revenue company: MN8 LumAware/Foxfire. Harvard-educated mergers/acquisitions and start-up attorney Mark Longenecker joins the Velontra team as a founding member and Chief Legal Officer. "I believe in this idea, and in this team," says Longenecker. " For the past three decades, I have advised hundreds of highly successful ventures. Velontra is different. These brilliant founders hold the key to creating one of the most dynamic, revolutionary companies I've ever seen and for far less costs than existing companies." Velontra's COO, Rob Keane, is a Force Recon Marine veteran, awarded for valor in combat. Keane brings to Velontra a special operations mindset of "adapt and overcome and do whatever it takes to complete the mission." A graduate of Embry-Riddle Aeronautical University with a Master's of Science degree in Aerospace Engineering, Keane's Marine Corps background and aerospace expertise are invaluable to the company. He spearheads the team's efforts to develop hypersonic technology orders of magnitude more time and efficient than seen by traditional defense contractors. Keane's real-world experience with propulsion and hypersonics at multiple large defense contractors provides significant insight into what it takes to get a challenging system from a back-of-the-napkin sketch to end- product. "As a veteran-owned small business we bring unmatched understanding of defense customers and how to meet their needs," says Keane. "We are a warfighter-owned, warfighter-operated company developing technology for fellow warfighters. Plus, this technology has wide commercial applications as well." Velontra's Chief Technology Officer Joel Darin is one of the nation's renowned authorities on afterburners, an auxiliary burner fitted to the exhaust system of a jet engine to increase thrust. Darin possesses extensive experience with afterburner design for applications ranging from large military to commercial hypersonic platforms. Darin's previous experience at both large defense prime contractors and small startups has taught him what works and what does not-- at both ends of the spectrum. "This technology can be developed for drastically reduced amounts of money and time as compared to what's accepted today as the baseline," Darin says. "We are going to design integrated systems instead of just the subcomponents that will then need to be integrated with separate systems designed by other companies. Velontra will design and build the propulsion and vehicle platform concurrently." This vertically aligned approach, first embraced by Lockheed Martin's Skunk Works during World War II, is what Velontra anticipates will help it become the SpaceX of hypersonics. For additional information on Velontra and its quest to introduce the latest American technology on hypersonic air movement visit www.velontra.com https://www.prnewswire.com/news-releases/start-up-velontra-accelerates-hypersonic-technology-to-regain-americas-military-and-aviation-dominance-301320444.html SQ launches carbon offset scheme SINGAPORE, 28 June 2021: Singapore Airlines Group launched a voluntary carbon offset programme at the weekend, which will enable customers across its passenger and cargo airlines to offset their own carbon emissions via dedicated microsites. Both Singapore Airlines and Scoot customers will be able to offset carbon emissions from Saturday 25 June onwards any time before or after a flight. SIA and Scoot will also match the offsets that these customers purchase for the first six months from the launch of this programme. SIA Cargo customers will be able to offset their emissions through a dedicated microsite, which will be available in July. Corporate customers will be able to participate in the programme from the fourth quarter of 2021. The voluntary carbon offset programme will be further enhanced to allow SIA customers to use their KrisFlyer miles and HighFlyer points to offset their carbon emissions from the fourth quarter of 2021. The offsets will be provided via the BlueHalo® digital solution, which has been developed by Australia-based Tasman Environmental Markets (TEM). This allows customers to calculate and offset the emissions associated with their journey immediately. The high-quality carbon offset projects selected by the SIA Group have a proven and measurable impact on communities and the environment. Contributions from the SIA Group’s customers would help to protect forests in Indonesia, support renewable solar energy projects in India, and provide efficient, clean-burning cookstoves for rural families in Nepal. Further details are available in Annex A. Singapore Airlines, senior vice president corporate planning Lee Wen Fens aid: “Through the SIA Group’s voluntary carbon offset programme, our customers now have an opportunity to offset their emissions through accredited projects that provide clear benefits to people and the planet. Matching their offsets is our way of encouraging our customers to fly carbon neutral. The programme supports the Group’s commitment to buttress our sustainability efforts and reinforces our leadership position in the airline industry as we recover from the impact of the Covid-19 pandemic.” The SIA Group’s voluntary carbon offset programme is the latest step in our ongoing sustainability journey. In May 2021, the SIA Group committed to achieving net-zero carbon emissions by 2050. This will be achieved by investments in new-generation aircraft, achieving higher operational efficiency, adopting low-carbon technology such as sustainable aviation fuels, and sourcing for high-quality carbon offsets. The best way for an airline to materially reduce its emissions is by operating a young fleet of aircraft. The SIA Group’s fleet today has an average age of five years 10 months. The Group also continues to invest in the latest technology, with an order book comprising new-generation models such as Airbus’ A350-900 and A320neo Family, as well as Boeing’s 777-9, 787 Family and 737-8 Max. These aircraft are up to 30% more fuel-efficient and have lower carbon emissions compared to older-generation models. SIA has also been an active member of the Sustainable Aviation Fuel Users Group (SAFUG) since 2011. In 2017, SIA launched a series of green package flights from San Francisco to Singapore that incorporated sustainable aviation fuels, fuel-efficient aircraft and optimised air traffic management measures. In 2020, SIA worked with Stockholm’s Swedavia Airport to uplift sustainable aviation fuels on flights departing from the city. These activities have helped to improve the Group’s understanding of the logistics and procurement of renewable fuels. The SIA Group is a participant in the International Civil Aviation Organisation’s Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), which seeks to cap the industry’s growth in carbon emissions from 2020. While offsetting is particularly important in the mid-term, it is also expected to remain relevant in the long run to mitigate residual emissions. https://www.ttrweekly.com/site/2021/06/sq-launches-carbon-offset-scheme/ EU project HyFlexFuel converted sewage sludge and other biomasses into kerosene by hydrothermal liquefaction (HTL); SAF The EU-funded research project HyFlexFuel recently successfully produced biocrudes via hydrothermal liquefaction (HTL) from a variety of biomasses, including sewage sludge, food waste, manure, wheat straw, corn stover, pine sawdust, miscanthus and microalgae in a pilot-scale continuous HTL plant at Aarhus University (Denmark). Biocrudes from three representative feedstocks—Spirulina (micro-algae), sewage sludge, and wheat straw—were further upgraded to a mixture of hydrocarbon fuels at Aalborg University (Denmark). Thanks to the expertise of several project partners, HyFlexFuel proved that HTL biocrudes can be successfully upgraded to drop-in fuels in an industrially-relevant environment, achieving hundreds of hours of continuous operations. —Daniele Castello of Aalborg University Analyses of the kerosene fractions of the upgraded biocrude show promising compositions for a use as aviation fuel. The production of HTL fuels from three different feedstock classes shows the flexibility of the process. Meeting jet fuel specifications is an appropriate target to validate that highperformance transportation fuels can indeed be produced from a broad range of residue and waste streams via hydrothermal liquefaction. —project coordinator Valentin Batteiger of Bauhaus Luftfahrt (Germany) The decarbonization of the transportation sector will require large volumes of renewable fuels. So far, renewable diesel and jet fuels are mainly derived from plant oils, but the EU Renewable Energy Directive limits the use of biofuel from food and feed crops since they do not meet sustainability requirements when produced at large scale. For the future, it will be important to commercialize advanced biofuel conversion technologies, which utilize a broader and more sustainable feedstock base. Hydrothermal liquefaction (HTL) can produce transportation fuels from a broad variety of bio-wastes and other biomasses. HTL has several key-advantages, of which the most important are: Flexible production potential: The HTL conversion technology taps into a huge global bio-resource with local variety of primary biomasses. The technology is compatible with a broad variety of organic wastes and residues, lignocellulosic energy crops or aquatic biomasses and can adapt to specific regional feedstock availabilities. Cost-effectiveness: It can produce advanced biofuels, from marine fuels to kerosene, potentially at lower cost than most competing renewable fuel pathways. Sustainability: The HTL technology has the potential to produce fuels with a low carbon footprint over the entire life cycle, without competing with food and feed production. It has the potential to recycle waste streams and thereby contribute to a more circular economy. The pilot-scale HTL plant processes aqueous biomass slurries (~20% dry matter content) at temperatures up to 350 °C and pressures around 200 bar, where water does not boil but remains in a liquid state. Under these conditions, biomass is converted into a crude bio-oil, which is separated from the process water behind the reactor. In a second step, the HTL biocrude is upgraded to transportation fuel products via catalytic treatment with hydrogen at high temperature and pressure (hydrotreating). Thereby, oxygen and nitrogen are removed from the biocrude, which is in turn converted into a mixture of hydrocarbons. Distillation of the upgraded HTL biocrudes yields drop-in capable fuels in the gasoline, kerosene and diesel range. Within the EU-project HyFlexFuel all key steps along a HTL fuel production chain are investigated at the premises of several European research institutions and companies. The potential availability of residues and waste streams across Europe is analysed by DBFZ, the German institute for biomass research, using a geospatial approach. Aarhus University further develops and optimizes HTL conversion at lab-scale and transfers the results to a pilot-scale continuous HTL plant, which also produced all samples for the downstream processes. Aalborg University, supported by Haldor Topsøe (Denmark), implemented the upgrading of various biocrudes to transportation fuels via catalytic hydrotreatment. Eni (Italy) investigated the perspective of co-processing HTL biocrudes in conventional crude oil refineries. Solid particles and process waters, which also evolve during HTL conversion, contain a significant fraction of the carbon and the nutrients from the initial biomass. Two options to produce biogas from the organics in these process waters are investigated by Paul Scherrer Institute (Switzerland), via catalytic hydrothermal gasification on their Energy System Integration Platform, and by OWS (Belgium), via anaerobic digestion. The recovery of phosphorus is particularly important for the HTL of sewage sludge in order to close nutrient cycles. University of Hohenheim (Germany) has demonstrated the precipitation of struvite, a fertilizer product, from HTL solids and process waters. Bauhaus Luftfahrt coordinates the project and analyses the economic and environmental impact of HTL fuel production. ARTTIC Innovation GmbH (Germany) serves as a project management partner and supports dissemination activities. Approval of HTL kerosene for civil aviation. So far, seven alternative fuel production pathways have been approved as a blend component for civil aviation by the ASTM D-7566 specification. The HyFlexFuel consortium is preparing the approval of HTL kerosenes in collaboration with key partners in Europe and the US. Kerosene samples from the HyFlexFuel project were analysed by the H2020 project JETSCREEN (coordinated by DLR, Germany) and the University of Dayton. The results show that all basic physicochemical properties of jet fuel, such as energy density or cold flow properties are already met, while the concentration of specific trace components needs to be further reduced to comply with stringent jet fuel specifications. https://www.greencarcongress.com/2021/06/20210628-hyflexfuel.html Reports Suggest Airbus May Test Hydrogen Tanks On The A380 Recent reports have suggested that Airbus may be looking to its giant double-decker A380 to test out hydrogen tanks for its next-generation airliner. The manufacturer is backing hydrogen as its clean fuel of the future as the industry takes steps to address its commitment to the planet. While British Airways CEO Sean Doyle recently revealed that sustainable aviation fuels are currently the only reasonable solution to addressing emissions, the airline is in a partnership to develop hydrogen-powered aircraft. This is the approach also being pursued by industry giant Airbus, which is looking beyond today at the future of aviation. Using the Airbus A380? Two weeks ago, Airbus revealed that it was launching centers in both Bremen, Germany, and Nantes, France, to pursue the development of zero-emissions propulsion. Both of the centers are planned to be up and running by 2023, with the aim of building liquid hydrogen tanks for aircraft. The tanks must be able to hold the fuel at temperatures of -250 degrees centigrade. Airbus has already planned the first flight of the liquid hydrogen tanks for some time in 2025. However, the manufacturer is yet to reveal which aircraft will be used for flight tests. Despite this, initial reports suggest that it may be the giant of the skies, loved by passengers the world over. French language publication Les Echos reveals that Airbus will use the A380 for such test flights. This is echoed by the German language publication aeroTELEGRAPH, who reported that the giant of the skies already reportedly has an engine capable of running on hydrogen. On the topic, an Airbus spokesperson told Simple Flying, We have recently created two Zero-Emission Development Centres (ZEDC) in Bremen (Germany) and in Nantes (France) to design H2 tank structures. Various options are being assessed for the flight test platform with a decision planned over the next 2 years.” Why the Airbus A380 makes sense Across the industry, two engines are generally considered to be better than four, leading partially to the fall of the Boeing 747, Airbus A340, and A380. However, when it comes to testing aircraft, four engines are better than two. This is because the whole point of testing aircraft engines is to establish their reliability, alongside other things. With only two engines on a test aircraft, the plane is left with a single source of power if the engine being tested were to fail. Conversely, on a four-engined plane, three engines would remain. This is why General Electric uses the Boeing 747 for engine tests. While not recommended, three engines on a Boeing 747 are enough to get across the Atlantic Ocean. For example, in 2005, a British Airways Boeing 747 made it from Los Angeles International Airport to Manchester Airport on three engines after an engine was lost on takeoff. According to data from ch-aviation.com, Airbus currently has two four-engined planes in its test fleet. The Airbus A380 seems the preferable choice for engine tests, as the only other aircraft, an Airbus A340-300, has already been modified for the BLADE laminar flow wing demonstrator. Of course, Airbus always has the option of purchasing an ex-airline aircraft, as Rolls-Royce recently did with an ex-Qantas Boeing 747. With the end of the A380 program upon us, it seems the A380 already operated by Airbus won’t be needed for much else, so it could find a second purpose in testing this new technology. https://simpleflying.com/airbus-a380-hydrogen-tanks/ TSA to reinstate self-defense for airline crews amid rise in unruly passengers The Transportation Security Administration (TSA) will resume self-defense classes for flight attendants and pilots after not having the training for more than a year due to the COVID-19 pandemic. The classes come as the airlines deal with a surge in cases of unruly passengers and violent behavior on flights. With unruly passenger incidents on the rise, TSA remains committed to equip flight crews with another tool to keep crews safe, according to its statement. The Federal Aviation Administration has documented 3,082 reports of unruly passengers on flights this year, and a majority of those have been tied to mask disputes, according to the New York Times. The FAA has initiated investigations into 487 of the cases so far this year which allots to more than triple the number of investigations in the 12 months of 2019. https://www.securitymagazine.com/articles/95515-tsa-to-reinstate-self-defense-for-airline-crews-amid-rise-in-unruly-passengers Hudson Valley Airport, DCC unveil new educational facility TOWN OF WAPPINGER – History was made on Thursday as Dutchess Community College unveiled their new aviation center at the Hudson Valley Regional Airport, formerly known as the Dutchess County Airport. A plethora of officials from all levels of government gathered on the tarmac as the $16 million state-of-the-art aviation education facility was formally introduced to the community. DCC’s Acting President Ellen Gambino hosted the opening of the “DCC@HVR” just a few weeks before the arrival of the new president at the college. “The DCC@HVR Airport facility represents our commitment to broadening aviation education in the region, said Gambino. “We already have the reputation for being one of New York’s leading aviation education providers – our pilot and aviation management programs are second to none – and now with the addition of our new aviation maintenance technician programs and this outstanding education center, we are even more strategically positioned to meet the workforce needs of the aviation industry, now and in the years to come. Students who finish their training with us will be on a pathway to great jobs and successful careers.” State Lieutenant Governor Kathy Hochul said the program is a tool to diversify the aviation workforce. She described the programs as a way to encourage more women and minorities to join the skilled aviation workforce. Dutchess County Executive Marc Molinaro touted the facility to those gathered on the tarmac. “Dutchess County Government’s partnership with Dutchess Community College is soaring to new heights with the opening of the new Aviation Center at our own Hudson Valley Regional Airport!” he said. “The county’s investment of nearly $8 million to build the education hangar is part of a multi-prong strategy focused on increasing enrollment at DCC and creating a pipeline to new jobs. The new aviation center offers students the opportunity to gain in-demand skills for high-paying jobs while serving as a magnet to attract aviation maintenance and related businesses to locate at the HVRA where they can take advantage of a skilled workforce.” “Dutchess Community College is a leader in aviation instruction in New York, providing specialized skill training that SUNY is known for, and the new aviation maintenance program and this state-of-the-art center will allow the college to offer students a world-class training facility to meet the aviation industry’s worldwide growing workforce demands,” said SUNY Chancellor Jim Malatras. “From this center, students will benefit from real, hands-on learning experiences that will prepare them for the aviation field. Dutchess Community College’s new aviation training facility is world-leading and will make the Hudson Valley the epicenter for training the world’s workforce. My thanks to Acting President Ellen Gambino for leading this effort with the support of our state and local leaders.” The 31,800 square-foot facility features: Advanced aircraft system simulators, including the Redbird Full Motion Three-Axis Simulator. Access to general aviation and corporate aviation aircraft, including the Gulf Stream G3; a selection of Cessna aircraft, including the 404, 172, and 182; models; a Beechcraft T34; a Piper P26; a Robinson 22 (helicopter); and a Mooney MC20. Turbine and piston engines for students to overhaul. A modern welding and sheet metal shop. Five classrooms appropriately configured for aviation courses and designed to individually accommodate classes of 25 and 40 students. A technical library. A fully-equipped testing room, offering access to fire detection, ice and rain protection, and autopilot systems. A student breakroom offering grab-n-go and beverage vending machines. A specialized tool and equipment room. Fully functioning and runnable test cell turbine and piston engines. DCC@HVR Airport also includes two working hangar spaces: a 15,000 sq. ft. teaching laboratory and an 11,000 sq. ft. experiential learning environment. DCC @ HVR Airport is home to Falcon One, a Grumman G3-C20 jet previously owned by the U.S. government and used by presidents George H.W. Bush and Ronald Reagan, and General Norman Schwarzkopf. The airplane supports the hands-on learning required of students in the aviation maintenance technician program. Support for the facility was provided by the state, Dutchess County, and Empire State Development. Classes for the college’s new aviation maintenance technician program begin August 16 while pilot and aviation management instruction begin August 23. For more information about DCC@HVR Airport and the College’s aviation programs, visit the website at www.sunydutchess.edu/aviation. https://midhudsonnews.com/2021/06/28/hudson-valley-airport-dcc-unveil-new-educational-facility-2/ American Airlines Flight Lands Safely at Bradley After Flight Control Issues An American Airlines flight bound for Philadelphia returned safely to Bradley International Airport within minutes of taking off after reporting its flight controls were having problems. In a media alert at 1:28 p.m., officials at the Windsor Locks airport announced the flight-control emergency on the Embraer 145 plane. By 1:46 p.m., another alert reported that Flight 6037 had landed safely. The airport’s website lists Flight 6037 as initially having departed Bradley at 1:15 p.m., headed for Philadelphia. “We can confirm that an American Airlines flight traveling to Philadelphia returned to Bradley International Airport after reporting an issue and landed safely at the airport at approximately 1:45 p.m. The airport is open and there is no impact to flight operations,” said airport spokeswoman Alisa Sisic. American Airlines spokeswoman Janine Brown said the plane was an American Eagle, operated by Piedmont Airlines. “Our maintenance team is currently inspecting the aircraft. We are working to get our customers to [ Philadelphia] as soon as possible,” Brown said. https://www.aviationpros.com/airlines/news/21228347/american-airlines-flight-lands-safely-at-bradley-after-flight-control-issues FAA Implements Internal Voluntary Reporting System The FAA is rolling out its new congressionally mandated Voluntary Safety Reporting Program (VSRP) for the engineers, safety inspectors, system safety specialists, and other employees in its aviation safety organization. The announcement last week follows the release of an order earlier this year that detailed the VSRP. In the sweeping consolidated appropriations and Covid-19 relief bill passed late last year, Congress called on the FAA to establish the program for the agency’s aviation safety organization, as well as implement numerous other whistleblower protections and some certification reforms. These measures were in response to the many reviews of the agency’s certification activities that followed the Boeing Max crashes. The VSRP enables FAA aviation safety workers to confidentially report safety concerns without fear of punitive action. Information submitted to the system will be used to validate or verify concerns, identify root causes, and seek corrective actions, the agency said, maintaining that “an open, non-punitive, and confidential reporting system allows the agency to address safety-sensitive issues that may otherwise have gone unnoticed due to fear of repercussion.” About 7,400 professionals work for the aviation safety organization, providing oversight for air carriers, manufacturers, maintenance providers, aviation medical practitioners, and flight crews. “We can never be satisfied with the status quo when it comes to safety, and the free exchange of vital information is a cornerstone of safety and continual improvement,” said FAA Administrator Steve Dickson. “We want our employees to know that when they speak up, they can be sure someone is listening.” Noting that the risk of fatal accidents has decreased 94 percent since 1998, the FAA credits voluntary reporting programs with playing an integral role in that improvement. The agency worked alongside union leaders in helping to structure the program to encourage safety sharing, it said. “The more we can continue to encourage people to report, the more we can influence the safety in the system,” said Paul Rinaldi, president of the National Air Traffic Controllers Association, which represents engineers and other aviation safety employees. https://www.ainonline.com/aviation-news/business-aviation/2021-06-28/faa-implements-internal-voluntary-reporting-system High Wing Vs Low Wing Aircraft Aircraft have wings attached to the fuselage in one of two main ways – either above the fuselage (high wing) or below the mid-point of the fuselage (low wing). Large commercial jet aircraft tend to have low wings, and for a good reason. But others, including smaller training aircraft, propeller aircraft, military, and cargo aircraft, often have high wings. There are many differences, as this article explores. High Wing or Low Wing Most aircraft you see today have either high wings above the fuselage or low wings partway down the fuselage. There are, of course, other options possible, such as biplanes with two wings. It is not just the wing location that differs. The two wings type are also designed differently. High wings tend to be flatter, whereas low wing will have an upwards angle to them (known as dihedral). This is to compensate for the increased stability offered by high wings (this is based on the relative location of the center of mass and the center of lift. See this interesting post on the Pilot Mall blog for more discussion of this). The choice of wing is mainly a practical one. There is some effect on performance, with low wing typically offering better aerodynamics and performance. But the main differences come down to the physical structure of the resulting aircraft. One important thing to note about wings is that they are not merely the ‘external’ attachments you see. Aircraft require additional structures to support the wing, and as well as the external wings, there is a central wing box connecting the wings to the fuselage, and taking much of the load of the aircraft. This wing box is an essential factor – it has to go somewhere, and this affects the interior of the aircraft. In a low wing aircraft, this will be low down the fuselage (below the passenger cabin and manageable as part of the cargo hold). The wings and wing box can also be used to house part of the landing gear structures. On a high wing aircraft, it will be above the fuselage, allowing an open and unencumbered fuselage perfect for loading cargo. Differences between low and high wings Some of the main differences in aircraft structure and performance include: Cabin space. As discussed, high wings allow the inside of the fuselage to be free of additional structures, offering more flexible use of space. Impact on landing gear design. On a low wing aircraft, the landing gear can usually be built into the same structure. On a high wing aircraft, additional gear structures need to be added. Absorbing landing force and safety. Low wings offer more ability to absorb landing forces through the low wing structure and wing box/landing gear. Low wings are also considered safer in the event of an emergency or gear up landing, as the wings will take some of the impacts. They are also safer in a water landing, as they will keep the fuselage above water, as well as provide an exit route. Ground clearance. High wings clearly have more ground clearance. This also keeps the engines further away from loose or rough ground. But conversely, lower-placed engines are easier to access for checks and maintenance. Low wings suit commercial passenger aircraft Most large commercial aircraft you see day to day have low wings. This works well with the layout of the cabin, with the passenger compartment above the wing and the separated cargo compartment below, combined with the wing and landing gear structures. It is also safer, both in emergency landings and in the event of an engine fire. And it is much easier to access the engines and refuel the aircraft during quick turnovers at airports. But high wing can be common elsewhere The high wing, with its extra cabin space and high clearance especially, does, however, suit several types of aircraft, including: Dedicated cargo aircraft. Both civilian and military transport aircraft can benefit from the flexible loading options of a single large cargo compartment. Of course, cargo variants of passenger models (such as the 777 and 747 maintain low wings). One of the problems of the proposed A380 freighter version was limitations in the offered cargo bay. Military aircraft. Heavy military aircraft often favor high wings for both the cargo flexibility and the operational advantages in rough or unpaved terrain. Passenger aircraft requiring higher clearance. One area where high wings can be useful in a passenger aircraft is when operating in rough terrain or unpaved runways. It offers more clearance and keeps the engine further from the dusty ground. It also allows for larger flaps, helping performance on short field takeoffs and landings. The BAe 146 and ATR series are good examples of this. Smaller light aircraft. Several types of small, two to four-seat, passenger aircraft have high wings. The choice of a high or low wing in these aircraft is very different from large aircraft, and the choice often comes down to pilot preference. High wings here can have several advantages, including better vision, more ground clearance, and even more shading of the cabin. https://simpleflying.com/high-wing-vs-low-wing-aircraft/ Virgin Galactic overcomes the final hurdle and sends customers into space with a FAA nod-Technology News, Firstpost Virgin Galactic has finally launched a customer launch from New Mexico to space with federal approval. Richard Branson’s rocket shipping company announced a renewed license for the Federal Aviation Administration on Friday. This is the last hurdle of Virgin Galactic’s many years of effort to send paid passengers in short space hops. The company is working on three more space test flights this summer and early fall, after which it will open the door to paying customers for rocket vessels. The original plan required that the company’s engineers then set up to evaluate the equipment, fly with Branson, and continue its scientific mission by Italian Air Force officers. Meanwhile, Blue Origin’s Jeff Bezos announced plans to launch his own rocket into space on July 20th from Texas earlier this month. Virgin Galactic officials acknowledged growing debate over whether Branson would try to defeat Bezos into space. “Obviously, Sir Richard Branson’s flight date has been the subject of speculation for some time. At this time, there are no more details about future flight dates,” the company spokeswoman Aleanna Crane emailed. writing. Unlike fully automated capsules launched from the ground by Blue Origin and SpaceX reusable rockets, Virgin Galactic uses a winged spacecraft launched from the belly of an airplane and requires a pair of pilots. will do. It has reached the universe three times since 2018. The second trip carried a third office worker. The company’s third space flight review in May, which reached an altitude of 89 kilometers, showed that everything was going well and paved the way for the necessary FAA permits. “Today’s approval of the full commercial launch license by the FAA, coupled with the success of the test flight on May 22, gives us the confidence to move on to the first full crew test flight this summer,” said CEO. The chief executive, Michael Colglazier, said: statement. Over 600 people have already booked a flight into space. Tickets are initially priced at $ 250,000, but are expected to rise as Virgin Galactic begins accepting reservations again. Blue Origin hasn’t sold tickets to the public yet or says how much it will cost. Bezos will board with his brother and two others on July 20, the 52nd anniversary of the first human landing on the moon. https://ohionewstime.com/virgin-galactic-overcomes-the-final-hurdle-and-sends-customers-into-space-with-a-faa-nod-technology-news-firstpost/192090/ SpaceX aiming for first orbital test launch of Starship in July SpaceX is hoping to attempt to fly its in-development spacecraft Starship to orbit for the first time in July, according to company president Gwynne Shotwell. Shotwell shared the timeline at the International Space Development conference during a virtual speaking engagement. Starship has been in development for the past several years, and it has been making shorter test flights, but remaining within Earth’s atmosphere, since last year. Its most recent flight also included its first fully successful landing, which is a key ingredient in the development of the Starship launch system, which is designed to be SpaceX’s first that is fully reusable. July (aka next month) is an ambitious timeline for making the first orbital flight attempt of Starship, but in May SpaceX filed its planned course for the flight, which would lift off from the company’s Starship development site in south Texas near Brownsville (known as ‘Starbase’) and then eventually return to Earth with a splash down in the Pacific Ocean somewhere off the cost of Hawaii. This first flight won’t end with a controlled landing, and the focus will be on reaching orbit and testing the spacecraft component through that part of the flight. Later tests will include a controlled landing of the Starship spacecraft, with the goal of eventually making the entire system, including the Super Heavy booster that will help propel it to orbit, fully reusable. While Shotwell seemed to indicate high confidence that SpaceX is pretty much technically ready to begin orbital test flights of Starship, the company still needs to secure a license from the Federal Aviation Administration (FAA) in order to perform orbital launches, since its existing license only covers suborbital flights. The FAA is currently in process on reviewing the requirements for that license, including an environmental impact review of what it would mean for the surrounding area. https://techcrunch.com/2021/06/28/spacex-aiming-for-first-orbital-test-launch-of-starship-in-july/ Curt Lewis