July 22, 2021 - No. 57 In This Issue : Surf Air Mobility orders up to 150 Cessna Grand Caravans for fitting with series-hybrid powertrains : Local aviation program to be first to incorporate virtual reality painting : Deutsche Aircraft, Universal Hydrogen to collaborate on decarbonising aviation industry : Generator for Rolls-Royce's 2.5-megawatt PGS1 Arrives in Bristol : Garmin Continues to Enhance Aviation Safety with the Introduction of Smart Glide : China's Aerospace CH signs deal with Changsha to set up an industrial base for the Rainbow UAV series : Wounded by Covid, aviation confronts emissions challenge : 9 Emerging Risks Facing the Aviation Industry as It Attempts to Reopen Following COVID : Malaysia Airports, Skyports, and Volocopter Collaborate to Conduct Feasibility Study for Vertiport Deployment in Malaysia : Cape Air Prepares To Operate Eviation's Alice Electric Commuter : SpaceX Super Heavy Design Features 'Full and Rapid Reusability,' Long Way from High Payloads—Elon Musk Surf Air Mobility orders up to 150 Cessna Grand Caravans for fitting with series-hybrid powertrains Surf Air Mobility Inc., has signed a purchase agreement with Textron Aviation for up to 150 Cessna Grand Caravan EX single-engine turboprop aircraft, with an initial fleet order of 100 aircraft and an option for 50 more. The Cessna Grand Caravan EX is designed and manufactured by Textron Aviation Inc., a Textron company. The order, which is subject to Surf Air Mobility obtaining financing, is part of an exclusive relationship between the two companies supporting Surf Air Mobility’s development of electrified Cessna Grand Caravan aircraft, beginning with a series-hybrid electric Cessna Grand Caravan aircraft powered by Surf Air Mobility’s proprietary powertrain technology. Planned benefits of the new series-hybrid architecture include: Reduce direct operating costs by approximately 25% and carbon emissions by approximately 25%. Provide similar performance as the current turbine engine Cessna Grand Caravan EX when operated in the same ways across cargo, passenger and special mission applications. With no charging stations expected to be required, the aircraft should be immediately operable at more than 5,000 public use airports across the US. Reduce the environmental impact of flying and pave the way for future generations of even more sustainable aircraft. Enhance the ability for a new point-to-point route network that makes direct flights more affordable and accessible for more people in more places. New and existing Cessna Grand Caravan EX owners and operators are expected to have the ability to upgrade to the hybrid powertrain, converting them into hybrid electric aircraft. Surf Air Mobility’s hybrid electric system for the Cessna Grand Caravan is anticipated to be available as early as 2024, and is intended to expand Surf Air Mobility’s regional flight network, connecting more airports with short haul direct service across the U.S. Textron Aviation’s initial deliveries of the Cessna Grand Caravan EX aircraft to Surf Air Mobility are expected to begin in Q2 2022. Surf Air anticipates that its hybrid electric system for the Grand Caravan, upon certification, will power a 9-seat variant of the iconic single-engine turboprop. The hybrid electric Cessna Grand Caravan aircraft is anticipated to be utilized by Surf Air Mobility across its own network, connecting more airports with short-haul direct service across the US on a path to creating a regional mass transport platform to sustainably connect communities. The Cessna Grand Caravan EX is one of the most adaptable and prolific aircraft in flight today. Through this exclusive relationship with Textron Aviation, we’re able to make electrified aircraft broadly available to existing and new operators, and bring the benefits of lower cost, lower emission air travel to customers faster and at scale. We believe electrifying the Cessna Grand Caravan is the most significant step that can be made toward reduced emission flying> with the quickest path to market. —Sudhin Shahani, Co-founder, CEO & Executive Chairman, Surf Air Mobility The transactions between Textron Aviation and Surf Air Mobility are subject to certain closing conditions, including the receipt of financing by Surf Air Mobility. In February, Surf Air Mobility entered into a definitive agreement to acquire hybrid electric aviation technology pioneer Ampaire. Ampaire is developing hybrid electric powertrains for existing popular aircraft, aimed at upgrading a first generation fleet of vehicles focused on 9- to 19-seat piston and turboprop aircraft. https://www.greencarcongress.com/2021/07/20210721-surf.html Local aviation program to be first to incorporate virtual reality painting HUNTINGTON — The soon-to-launch Aviation Maintenance Technology program operated jointly by Marshall University and Mountwest Community & Technical College in Huntington will be the first Part 147 school in the United States to use a virtual reality system to meet FAA training requirements for aviation paint and coating labs. In early July, the program received the go-ahead from the Federal Aviation Administration to deploy the new system that simulates an aviation paint shop environment and allows instructors greater ability to simulate diverse painting scenarios and precisely measure students’ abilities. As with all instructional aides and equipment for aviation training, the virtual 3D paint system will be evaluated during the FAA design performance phase of Marshall’s certification to ensure it meets federal requirements. The 3D system provides a platform for instructors to measure student performance, including such metrics as millimeters of paint thickness, cost of materials used, gun distance, overspray and angle in relation to the parts being painted. Manufactured by VirtualPaint Products of Cedar Falls, Iowa, it is the same training system used by the U.S. Air Force’s Air Education and Training Command at facilities including Hill Air Force Base in Utah as well as the U.S. Coast Guard’s Aviation Technical Training Center in North Carolina. “This innovative, virtual-reality system will save our program considerable money by eliminating the need for consumables such as paint and personal protective gear while reducing setup and cleanup time,” said Jim Smith, interim director of the Marshall/Mountwest Aviation Maintenance Technology program, in a news release. Located at Huntington Tri-State Airport, the AMT program’s inaugural class is scheduled to begin in January 2022. https://www.herald-dispatch.com/business/local-aviation-program-to-be-first-to-incorporate-virtual-reality-painting/article_6400da21-c836-5b74-93d9-497d12e4c1a2.html Deutsche Aircraft, Universal Hydrogen to collaborate on decarbonising aviation industry Deutsche Aircraft and Universal Hydrogen have revealed today (July 21) a technical collaboration aimed at advancing the decarbonisation of aviation. Together the two companies will complete a design study to incorporate Universal Hydrogen’s modular capsule technology into the Dornier 328 program. The joint effort will analyse the size and integration of the modular capsule technology for hydrogen storage into the aircraft structure and systems, aircraft weight and balance, hydrogen cost, mission performance and the hydrogen logistics network design. In addition to this, both Universal Hydrogen and Deutsche Aircraft will work closely with regional and federal German Government and European Union entities regarding the development, production and implementation of the study and project. Paul Eremenko, co-founder and CEO of Universal Hydrogen, said, “We see hydrogen as the only realistic approach for aviation to meet the goals of the Paris Agreement. “We are tackling the biggest obstacle to near-term hydrogen adoption: its delivery and distribution to airports and aircraft globally without costly infrastructure. “This partnership with Deutsche Aircraft will accelerate our shared goal to put aviation on a trajectory toward true zero carbon emissions.” Martin Nüsseler, Chief Technology Officer for Deutsche Aircraft, said, “Deutsche Aircraft is committed to enter the new era of climate-neutral aviation. “Partnering with companies that share our passion for climate-friendly design like Universal Hydrogen allow us to accelerate our vision for decarbonisation. “We are excited to leverage Universal Hydrogen’s technical expertise to assess the safe and affordable use of hydrogen onboard our aircraft as part of our journey to zero emissions.” https://www.h2-view.com/story/deutsche-aircraft-universal-hydrogen-to-collaborate-on-decarbonising-aviation-industry/ Generator for Rolls-Royce's 2.5-megawatt PGS1 Arrives in Bristol Rolls-Royce has delivered the generator and related power electronics for its 2.5-MW Power Generation System 1 (PGS1) demonstrator from the company’s facility in Trondheim, Norway, to the newly renovated Testbed 108 in Bristol, UK. The relocation of the propulsion system, which is intended to power regional airliners, followed what the aero engines group called an extensive development test program in an announcement on Thursday. The generator can be applied to hybrid-electric propulsion systems or be used as part of a “more-electric” system for larger aircraft. PGS1—considered the most powerful hybrid-electric aero power and propulsion system developed to date for aerospace applications—accounts for an important part of Rolls-Royce’s sustainability strategy, which includes developing innovative electrical power and propulsion systems, as well as further improving gas turbine performance and promoting the use of sustainable aviation fuels. In early June, Rolls-Royce started testing the first elements of what it says is the most powerful hybrid-electric aero power and propulsion system in aerospace at a newly renovated testbed. The company has already tested the program’s AE2100 engine element, specialist controls, and thermal management system at Testbed 108. “Our generator is about the size of a beer keg but it needs to produce enough electricity to continuously power around 2,500 homes,” said Adam Newman, Rolls-Royce's chief design engineer for Aviation Futures. “That is breaking new ground in terms of what is physically possible.” Once ground tested, PGS1 will provide a technology basis for any future hybrid aircraft program requiring MW power, said Rolls. The UK Aerospace Technology Institute’s MegaFlight project has supported both Testbed 108 and PGS1, while the European Union Clean Sky 2 program supports the 2.5-MW electrical generator, motor, and power electronics design in Trondheim. The generator can apply to either hybrid-electric propulsion systems or as part of a “more-electric” system for larger aircraft. Once ground tested, PGS1 will provide a technology basis for any future hybrid aircraft program requiring megawatt class power, said Rolls. https://www.ainonline.com/aviation-news/air-transport/2021-07-22/generator-rolls-royces-25-megawatt-pgs1-arrives-bristol Garmin Continues to Enhance Aviation Safety with the Introduction of Smart Glide Garmin International Inc., a unit of Garmin Ltd., announced the introduction of Smart Glide, a revolutionary safety tool that helps pilots in loss of engine power emergencies by automating tasks to reduce pilot workload. Smart Glide joins Collier Trophy winning Garmin Autoland as a part of the Autonomí family of autonomous flight technologies. In the event of the loss of engine power in a single-engine aircraft, a pilot faces the urgent, workload-intensive job of maneuvering the aircraft from its current position to a suitable airport. Through compatible avionics, such as GTN Xi series navigators, Smart Glide provides assistance to the pilot by recommending a suitable airport estimated to be within glide range, as well as providing critical information to the pilot and optimizing select avionics settings, helping save the pilot precious time and workload. When paired with a compatible Garmin autopilot, Smart Glide can automatically engage the autopilot and pitch for the aircraft’s best glide speed while simultaneously navigating the aircraft within the vicinity of the selected airport so the pilot can execute an approach and landing. “Garmin continues to provide pilots with safety-enhancing tools through our Autonomí family of technologies that help simplify emergencies to reduce the workload required during these task- saturated and stressful situations,” said Carl Wolf, Garmin vice president of aviation sales and marketing. “We are so proud to continue to help make aviation safer with the introduction of Smart Glide, a monumental safety enhancement available to the thousands of fielded aircraft already equipped with the compatible Garmin avionics by automating tasks in an engine power loss emergency to help the pilot manage the situation safely.” Smart Glide activation and airport selection In the event of engine power loss in flight, pilots can activate Smart Glide with an optional dedicated Smart Glide button or by holding the Direct-to button for two seconds to initiate an activation. Once activated, Smart Glide recommends an airport estimated to be within glide range and automatically creates a direct-to route. Smart Glide considers several factors when choosing the recommended airport within glide range including runway length and condition; proximity; terrain; and available weather from sources such as FIS-B, SiriusXM3, and Garmin Connext weather, in addition to current measured winds calculated by the primary flight display (PFD). If the aircraft is appropriately equipped with either a GTX 345/GTX 345R transponder or a GNX 375 acting as a transponder, or a GSR 56/GDL 69/GDL 69A with an appropriate weather subscription, Smart Glide can even consider VFR/IFR conditions when recommending the most suitable airport. Alternate airports within glide range can also be selected if the pilot desires. In the event the system estimates there is not an airport within glide range, Smart Glide provides an aural and visual alert to the pilot, while continuing to search for an airport in range, and automatically pitching for configured best glide speed in aircraft equipped with a compatible Garmin autopilot. When Smart Glide has been activated, the system will alert the pilot with an aural message stating that Smart Glide is active while also providing a quick reference to the selected airport within glide range in both bearing and distance to enhance situational awareness. In addition, Smart Glide provides automated adjustment of select avionics settings including the changing of the primary COM standby to the airport CTAF or tower and automatic switching of the CDI to GPS mode. If the aircraft is appropriately equipped and configured with a compatible Garmin transponder, Smart Glide also provides pilots a shortcut to tune the transponder to squawk the 7700 emergency code. If the aircraft is equipped with a compatible Garmin autopilot, Smart Glide activation will also automatically engage the autopilot to pitch for the best glide airspeed and activate GPS mode to enable navigation to the selected airport. Access critical information Using the Smart Glide Page and the Map Page of the GTN Xi, pilots can more easily access critical Smart Glide information when they need it most and to better prepare for a landing at a potentially unfamiliar airport. The Smart Glide Page displays glide speed based on the specific aircraft, airport name, an alternate airport list, arrival above ground level (AGL) altitude, longest runway information including wind components if available, as well as a Smart Glide alert banner to keep the pilot notified of glide status and any pertinent instructions. The Map Page is another useful resource for pilots during a Smart Glide activation. The Glide Range Ring depicted on the Map Page shows airports within glide range and dynamically adjusts based on winds and terrain. The Map Page displays current aircraft AGL altitude, estimated AGL altitude upon arrival, bearing, as well as distance to the airport while decluttering the map. Approach and landing When the aircraft is within four nautical miles from the selected airport, Smart Glide will alert the pilot that they are approaching the airport environment with both an aural alert and visual banner. Within two miles of the airport, audible airport position alerts and a flashing red alert displayed on the GTN Xi will advise the pilot to resume control and begin maneuvering for landing. In the event of an off-airport landing, Smart Glide provides audible AGL altitude alerts to help ensure the pilot is aware of the altitude while maintaining their focus on landing locations. Smart Glide support with a variety of Garmin systems In certified aircraft, Smart Glide will become available with a GTN Xi series navigator paired with a compatible Garmin flight display including the G500 TXi/G600 TXi, GI 275 electronic flight instrument, the G3X Touch, or G5 electronic flight instrument, with others to be added later. Compatible Garmin autopilots such as GFC 500 or GFC 600 can be automatically engaged when Smart Glide is activated. For aircraft without a compatible Garmin autopilot, Smart Glide will still provide critical information and features to help manage engine emergencies and help to reduce pilot workload. Further, experimental aircraft with G3X Touch and a G3X autopilot can also enable Smart Glide technology when appropriately equipped. Smart Glide is expected to be available as a software upgrade at no additional charge from Garmin on compatible systems in August 2021 through the Garmin Authorized Dealer network. The optional Garmin Smart Glide activation button is also available for a list price of $129. For additional information, visit www.garmin.com/SmartGlide or www.garmin.com/aviation. https://www.aviationpros.com/engines-components/aircraft-airframe-accessories/avionics/press-release/21231349/garmin-continues-to-enhance-aviation-safety-with-the-introduction-of-smart-glide China's Aerospace CH signs deal with Changsha to set up an industrial base for the Rainbow UAV series China's unmanned aerial vehicle (UAV) maker, Aerospace CH UAV Co (Aerospace CH), signed a framework agreement with the municipal government of Changsha, Central China's Hunan Province, to set up a general aviation industrial base for the company's Rainbow UAV series, according to a filing submitted by the company to the Shenzhen Stock Exchange. The industrial base will manage UAV client training and aftersales services in order to support Rainbow UAV's global business, the agreement noted. Aerospace CH will also set up Rainbow UAV general aviation business base at Changsha's airport. Both parties will carry out research and development of production and services related to UAVs to explore both domestic and overseas markets. This cooperation will help Hunan integrate its aviation technologies and resources, open up UAV industrial supply chains and develop new business models. They will also develop application scenarios for UAVs in Hunan to serve the region's economic construction, while pushing academic and industrial cooperation in areas like new concept aircraft, artificial intelligence and cluster technology. An intelligent unmanned system innovation center will also be established under the partnership. Aerospace CH is a listed company controlled by the Eleventh Research Institute of China Aerospace Science and Technology Corporation. Its Rainbow series of UAVs reportedly rival US’ MQ-9 Reaper which is used for reconnaissance and high-precision air strikes. Aerospace CH stressed that the agreement will not have a major impact on the company's financial status or influence its business independence. It also noted that further contracts need to be signed for detailed projects. https://www.globaltimes.cn/page/202107/1229406.shtml Wounded by Covid, aviation confronts emissions challenge Few sectors have been harder hit by the pandemic than aviation. But as vaccine rollouts help ease restrictions and the industry plots a route back to profitability, it’s facing another existential threat: the pressure to decarbonise. Today, aviation contributes around 2-3% of global greenhouse gas emissions, but is on course to become the second-highest emitter in 2050 as other sectors reduce their impact. Due to the technological leaps required to reduce sector emissions, experts say the groundwork must begin now if the world is to meet the targets agreed in the Paris Climate Change accord. Given the turmoil of the last 18 months, the timing couldn’t be worse. But despite the adversity, the industry is responding. Last September airline alliance oneworld announced that all 13 of its members, including British Airways, have committed to net-zero emissions by 2050. Governments are also outlining their ambitions for the sector. The UK is one of the biggest exporters of aerospace products and services globally. This month the government, as part of its £125m “Jet Zero” ambition to deliver the first zero-emission trip across the Atlantic, launched a strategy consultation on how Britain can become a vanguard of progress. Technologies for change “There’s no silver bullet or single technology that we believe can achieve carbon neutrality by 2050,” warns Bram Peerlings, consultant for sustainable aviation at Netherlands-based research centre NLR and co-author of a report on decarbonising aviation, called “Destination 2050”. Still, NLR believes that some approaches, like sustainable fuels and operational improvements, “can be implemented fairly quickly, whereas others are at a very early stage of development and commercialisation”, Peerlings says. The report states that 92% of industry-associated CO2 emissions from flights departing from the EU and UK can be reduced in-sector. The remainder will require carbon capture and forest planting. In some ways, the pandemic has expedited improvements in emissions reductions already. KLM Royal Dutch Airlines and British Airways both retired early ageing Boeing 747s for more efficient carriers. It’s estimated that next-generation models of aircraft, such as the Airbus A320neo, improve fuel efficiency by around 20% compared to their predecessors. But it will take more than a fleet upgrade to get the industry to where it needs to be. In the short term, replacing kerosene or blending it with sustainable aviation fuel – known as SAF – is one of the most promising. Made from renewable feedstocks such as waste oils and agricultural residue, SAF can lower carbon emissions by 70% compared to conventional jet fuel. It’s not a simple swap out of technology, we have to almost start again with the aircraft design SAF is currently two to three times as expensive as conventional jet fuel, and production is only 0.05% of total EU jet fuel consumption. To incentivise its development, this month the European Commission proposed a progressive tax on polluting jet fuel, which was previously exempt, as well as increasing minimum SAF blends to 2%, rising to 5% in 2030 and 63% in 2050. The World Economic Forum’s Clean Skies for Tomorrow initiative also hopes to boost SAF use with a certificate programme launched in June that enables companies to pay a premium for the fuel when flying, which can then be used in their Scope 3 carbon emissions accounting. SAF needs no new infrastructure or equipment investment, unlike electric and hydrogen-powered planes, which require entirely new engineering. Despite the difficulty, it’s looking like shorter commercial routes could be using electric planes within the decade. In a notable move, United Airlines in July announced it would buy 100 19-seat electric planes from Swedish start-up Heart Aerospace, on condition they meet safety, business and operating requirements. The zero emission planes can fly customers up to 250 miles and use electric motors instead of jet engines, and batteries instead of jet fuel. They’re expected to be operational in 2026. It’s unlikely that battery power would ever be viable for bigger aircraft, though, due to the weight of the batteries. But there will likely be levels of “hybridisation” along the way, according to Mark Howard, head of commercial strategy for FlyZero, a £15m UK government-funded initiative delivered by the Aerospace Technology Institute (ATI). Its remit is to outline a future decarbonisation framework for the sector. The Destination 2050 report calculates that range and capacity-optimised hybrid-electric aircraft could reduce CO2 emissions by 50% for smaller, single-aisle aircraft. For larger carriers, green hydrogen or ammonia-powered planes are currently considered the front-running technology. However, these aren’t expected before 2035 due to due to the necessary technological and supply chain development. Howard, who has worked for Airbus for 35 years, says FlyZero’s current thinking is that liquid cryogenic hydrogen – which is minus 253 degrees Celsius – will be needed. “It’s not a simple swap out of technology, we have to almost start again with the aircraft design,” he explains. Airbus last year revealed three hydrogen-powered concept planes, all taking different engineering approaches. Commercial viability Any new technology adopted will need to be commercialised and – importantly - universally trusted. “Everyone is used to operating with kerosene-powered planes. There needs to be a level of technological maturity and driving costs down before equipment manufacturers, airlines – and the public – will accept change, both technologically and cost-wise, which is why we need to act now to address the carbon challenge,” says Howard. The global aviation industry is expected to be worth around £4tn by 2050. Yet in April the UK industry raised alarm after the ATI, which allocates government money to the sector, was forced to suspend its funding programme for 2021. With so much investment and transformation required, a key question remains: will it make flying more expensive for the masses? “That’s what our modelling currently foresees,” say Peerlings. “Though it’s possible companies might decide to internalise some of those costs.” Ultimately, to achieve these ambitious goals, governments must create policy and provide funding streams to incentivise and support the necessary investments, agree Peerlings and Howard. “By not doing this governments risk missing an opportunity to capitalise on the sustainable aviation market; it’s a global problem and a global industry, so there is a race to compete,” says Howard. https://www.raconteur.net/sustainability/aviation-emissions-challenge/ 9 Emerging Risks Facing the Aviation Industry as It Attempts to Reopen Following COVID The aviation industry was struck hard by COVID-19 issues around the world as passenger and commercial air traffic was grounded. People weren’t traveling, and supply chain disruptions meant consumer goods weren’t moving, either. The FAA forecasts carrier profitability and other issues will continue to be impacted for several more years following the effects of COVID-19 on the global air travel business. Different risks have emerged from the pandemic as industries start to reopen and return to normal operating procedures and volume. The aviation industry has seen its share of new challenges, risks, and opportunities to arise from COVID-19 shutdowns. Allianz Global and Corporate Specialty (AGCS) recently released its report, Aviation Trends Post COVID-19, featuring nine emerging issues to watch as the industry reopens. Here’s what’s in store: 1) Rusty pilots returning to the skies. As scary as it sounds, pilots are only human — they can get out of practice when they don’t fly often, leaving them susceptible to errors. While commercial pilots have had to maintain their skills by practicing takeoffs and landings to be allowed to fly commercial jets, private pilots operating leisure flights are not held to the same standards. This creates a risk when leisure pilots return to the air. 2) Passengers are expressing ‘air rage’ more frequently. We’ve heard reports of people fighting in grocery stores, restaurants and at the beach over masks throughout the pandemic, and those same incidents are happening in the not-so-friendly skies, too. Flight attendants are forced to regulate mask-wearing, which has become a political issue in the U.S. This could lead to discrimination lawsuits in the future, as has happened to other businesses that have enforced mask-wearing. The AGCS report noted by June 1, 2021, there were around 3,000 incidents of serious disruptions onboard airlines as reported by the FAA, which is a drastic increase from the usual 150 annual reports. 3) Parked airline fleets cause new perils. Grounded planes created new perils through the height of COVID-19 shutdowns, when up to two-thirds of the global fleet was parked, even through now as air traffic still hasn’t resumed to pre-pandemic levels. Parked planes can be damaged by hailstorms, lightning, flood and other natural disasters. They are also at risk for damages caused by disuse to the various systems of the plane. If a plane is going to be stored for a long time, fuel should be drained to avoid corrosion but if lockdown came unexpectedly, and grounding was a necessity, this may not have been done, which could lead to further damages. 4) A shortage of pilots brings new risks. Pilot shortages were already an issue around the world before COVID-19. Like many industries that are experiencing a shortage of workers as Baby Boomers retire, the aviation industry is no different. Pandemic-related issues have exacerbated this shortage as new pilots are unable to train to fly. It’s expensive to teach new pilots when claims from flight school accidents have increased along with the cost of planes. The AGCS report warns this could lead to pilots being allowed to fly after having less training, especially in less regulated countries. This leads to increased safety and risk management concerns when less experienced pilots and flight crews are managing commercial flights. 5) New aircraft brings higher replacement, maintenance costs. New airplanes are sleeker, safer and more expensive to purchase and repair. Similar to how technological innovations in private passenger autos can drive up the cost to insure them, newer aircraft with the latest technology are more costly to replace and repair — which can lead to higher insurance costs. 6) Air cargo will continue to do well. AGCS noted airlines in both the U.S. and Europe did well by using passenger planes to transport cargo more frequently. This sector continues to perform well, with the International Air Transport Association predicting a 13% growth in air cargo in 2021. Airlines that can pivot to air cargo over passenger flights may fare better than peers. Transporting cargo more often than people brings with it different risks, but the airlines may face fewer risks overall by reducing the number of people they transport. 7) Business travel remains in question. For the frequent road warriors, a few weeks off from constant business travel when lockdowns began was likely welcomed news. But corporate travel has still not recovered to pre-pandemic conditions, and it remains unknown when or if it will. Some companies are still forbidding company travel through the rest of 2021. Driven by necessity, people found new ways to do business during the pandemic when meeting in person was impossible — and many people want to continue to do business in these virtual ways. Companies experienced the savings factor from no corporate travel, and individuals felt the time savings by not commuting or traveling to conferences and business meetings. These factors mean air travel for business may not resume to pre-pandemic levels. 8) Route innovation arising from COVID-19. An interesting positive effect stemming from the pandemic is an increase in routes being introduced in 2021 — 1,400 are scheduled for the year. Many of the new routes are being introduced by smaller players, like Ryanair, which are using the disruption to the industry to get creative about their flight patterns and air routes. As with any new idea, new flying routes introduce risks not seen previously. Whether the new routes will cause higher rates of accidents or issues is not yet known. 9) Aircraft instruments at risk of insect infestations. As aircraft return to the air following COVID-19 grounding, some have already experienced issues with instrument readings. When traced to their cause, insects have been the culprit, infiltrating sensitive pressure-sensors within the aircraft and causing malfunctions, according to the European Aviation Safety Agency. This is because insects are good at getting into small places through tiny openings and building nests. For any plane or aircraft grounded for longer periods of time, insect control will be a must moving forward. Looking Ahead The aviation industry is rebounding after COVID-19 but it may never look exactly like it did pre-pandemic. New risks and rewards are arising every day as the industry recovers and finds new ways to do business. The risks from aircraft and pilots coming back into service remain steady as more carriers return to the air. Commercial insurers will need to stay innovative and ahead of these emerging risks to help the aviation industry keep people safe as it reopens. https://riskandinsurance.com/9-emerging-risks-facing-the-aviation-industry-as-it-attempts-to-reopen-following-covid/ Malaysia Airports, Skyports, and Volocopter Collaborate to Conduct Feasibility Study for Vertiport Deployment in Malaysia Malaysia Airports announced today that it has signed a tripartite memorandum of understanding (MoU) with Skyports, the world-leading designer and operator of vertiport infrastructure for electric air taxis, and Volocopter, the pioneer of urban air mobility (UAM). As a first step, the parties will combine their distinct aerospace and aviation expertise to conduct a feasibility study examining suitable vertiport solutions to enable the safe take-off and landing of passenger eVTOL vehicles, considering factors such as demand, customer flow, and how to integrate UAM operations. The Asia Pacific region is expected to capture around 45% of the advanced air mobility (AAM) market by 2035, translating to $9.5 billion (USD). The outcome of this venture will be a game-changer in terms of air travel offerings. The collaboration forms part of the five-year Sultan Abdul Aziz Shah Airport, Subang (LTSAAS) Regeneration plan. It will explore the deployment of revolutionary electric air taxi services at LTSAAS as well as other locations throughout Malaysia, putting the country amongst the leaders in the region in terms of willingness to implement UAM. Malaysia Airports’ Group CEO, Dato’ Mohd Shukrie Mohd Salleh, said: “Air taxi technology and revolution is the next big thing that we want to see happen in Malaysian aviation. With LTSAAS offering a synergistic ecosystem within the aviation and aerospace sectors, it is timely for us to explore this new service as it complements other key developments of the regeneration initiative. Volocopter and Skyports are both leaders in their respective fields of advanced air mobility and we hope to further futureproof LTSAAS’s position in Asia Pacific by catering to research, assembly, manufacturing, maintenance, repair and overhaul (MRO) in addition to air taxi operations. Our objective is to provide end to end, mid to high value capabilities and solutions that are anchored by top tier operators. “LTSAAS Regeneration will offer various development opportunities to aviation and aerospace players worldwide thus echoing the government’s original intent to turn LTSAAS into both an international aerospace centre and business aviation hub.” Duncan Walker, CEO of Skyports, said: “Malaysia Airports’ ambitions for future proofing Sultan Abdul Aziz Shah Airport and implementing electric air taxi services throughout Malaysia align with Skyports’ ambitions to deliver UAM in the Asia Pacific market. The feasibility study will allow us to explore all the elements needed to create a future air mobility model that could be deployed across the region. Our track record of success with Volocopter combined with a wealth of experience and Malaysia Airports’ objectives, make this an exciting initiative.” “The Southeast Asian Market is one of the largest and most interesting ones for UAM due to its geographical layout and dense population. Our feasibility study will help give us insights on demand, customer expectations, and airport integration, which we can apply to other markets in the region.”, says Christian Bauer, CCO of Volocopter. “Having expert partners like Skyports and LTSAAS understanding the local needs, is decisive in bringing revolutionary technologies like electric air taxis to new markets.” Skyports is the world’s leading advanced air mobility infrastructure provider. In partnership with Volocopter, Skyports was the first to build a full-scale passenger air taxi vertiport – the take-off and landing infrastructure for eVTOL aircraft – which was launched as part of a trial that took place in Singapore in 2019. Skyports currently has infrastructure projects in development elsewhere in Asia, as well as in Europe and North America. Among the roles of Skyports in this tripartite MoU includes exploring the development and operations of vertiports at airports operated by Malaysia Airports, which are subjected to the agreed business and development model. Vertiports are areas designed specifically for eVTOL aircraft to take off and land. Meanwhile, Volocopter is the only eVTOL developer with a product portfolio of multicopter and fixed-wing designs that can be used for passenger air taxis and cargo transportation. They take a holistic approach to UAM by developing an entire ecosystem that connects the necessary components to offer electric flight in cities. Their track record includes designing and pioneering the first piloted and fully electric air taxi in the world. Volocopter’s role is to assess the deployment of eVTOL aircraft and operations of urban air taxi services from vertiports at LTSAAS. About Malaysia Airports Malaysia Airports is one of the world’s largest airport operator groups in terms of number of passengers handled. It manages and operates 39 airports in Malaysia and one international airport in Istanbul, Turkey. The 39 airports in Malaysia comprise five international airports, 16 domestic airports and 18 Short Take-Off and Landing Ports (STOLports). Its flagship airport, KL International Airport (IATA Code: KUL) is among the region’s preferred aviation hub. Apart from operating and managing airports, the Group also drives airport development under its Aeropolis initiative focusing on three core clusters: air cargo and logistics, aerospace and aviation, and MICE and leisure. Its flagship airport, KLIA, is currently set up to be a regional distribution centre for eCommerce with the presence of the first global eWTP (electronic world trade platform) hub. Meanwhile, Lapangan Terbang Sultan Abdul Aziz Shah (LTSAAS) or better known as Subang Airport is being developed into a preferred aerospace and business aviation hub in Asia Pacific. It is currently the 2nd most preferred in Asia and 4th globally for business aviation MRO. The LTSAAS Regeneration Plan is centred on the key areas of aerospace, business aviation and urban community airport to further Malaysia’s aspiration in becoming the No.1 aerospace nation in the region. Malaysia Airports Holdings Berhad is listed on the Main Board of Bursa Malaysia Securities Berhad (Bursa Malaysia). For more information on MAHB, please visit www.malaysiaairports.com.my. About Skyports Skyports is a leading enabler of advanced air mobility (AAM) and provides the critical link between the ground and the sky. The company designs, builds and operates take-off and landing infrastructure forair taxis, and partners with electric vertical take-off and landing (eVTOL) passenger and cargo vehicle manufacturers around the world to enable safe and efficient flight operations within urban and suburban environments.    Skyports also provides drone delivery through its logistics arm, Delivery by Skyports, which is already proving the viability of the company’s best-in-class unmanned systems technologies within the medical, e-commerce and logistics sectors. This technology will be essential to the success of the wider Skyports air taxi infrastructure solution. Based in London, United Kingdom, Skyports has projects operating in multiple continents, including in Europe, North America, Asia, Australia and Africa. Skyports investors include Deutsche Bahn Digital Ventures, Groupe ADP, Irelandia Aviation and Levitate Capital.   Find out more at: www.skyports.net About Volocopter Volocopter is building the world’s first sustainable and scalable urban air mobility business to bring affordable air taxi services to megacities worldwide. With the VoloCity, the company is developing the first fully electric “eVTOL” aircraft in certification to transport passengers safely and quietly within cities. Volocopter leads and cooperates with partners in infrastructure, operations, and air traffic management to build the ecosystem necessary to ‘Bring Urban Air Mobility to Life’.  In 2011, Volocopter performed the first-ever crewed flight of a purely electric multicopter and has since showcased numerous public flights with its full-scale aircraft. The most notable have been the public test flights at Singapore’s Marina Bay in October 2019 and the world’s first autonomous eVTOL flight in Dubai 2017. Volocopter is also developing products for the logistics space with their heavy-lift cargo variant, the VoloDrone.  Founded in 2011 by Stephan Wolf and Alexander Zosel, Volocopter has 400 employees in offices in Bruchsal, Munich, and Singapore. The company has raised a total of €322 million in equity. Volocopter‘s investors include Daimler, Geely, DB Schenker, BlackRock, and Intel Capital amongst others. Find out more at: www.volocopter.com https://www.suasnews.com/2021/07/malaysia-airports-skyports-and-volocopter-collaborate-to-conduct-feasibility-study-for-vertiport-deployment-in-malaysia/ Cape Air Prepares To Operate Eviation's Alice Electric Commuter Cape Air's proposed fleet of Eviation Alice electric aircraft could enter service in 2023 on scheduled routes connecting Boston and the Massachusetts communities of Martha’s Vineyard and Nantucket as well as linking Nantucket with Hyannis, the operator’s CEO, Dan Wolf, revealed on July 21 during the Electric Aircraft Symposium. While the New England-based regional airline placed an order in 2019 for the nine-seat Alice, terms remain undisclosed and Wolf expressed some ambivalence about the economic case. “The first thing that Cape Air wants to do is introduce a new technology into a commercial environment that we know is successful,” he stressed. “If the economics of this are what people think they are going to be, and I’m not convinced yet…there’s an entire panoply of communities [that could benefit].” Now the largest FAA Part 135 commuter carrier in the U.S. with 103 aircraft, the airline points to its experience with introducing new aircraft types to scheduled service as one reason it stands to make the economics work and the operational challenges surmountable. Cape Air 18 months ago introduced the gasoline-powered P2012 Traveller made by the Italian manufacturer Tecnam, with whom it has collaborated on some 170 engine and aircraft modifications. Tecnam is now working with Rolls-Royce to develop an all-electric development of the Traveller, called the P-Volt. The electric airplane's range would fall short of the piston-powered P2012s' reach, but Scandinavian regional carrier Wideroe plans to introduce it on short routes in Norway from 2026. After recently unveiling a revised design for the fixed-wing Alice aircraft, Eviation now projects the completion of FAA type certification by 2024. It expects the new version of the aircraft perform its first flight from the company’s new headquarters in Washington state by the end of this year. The newly published design drawings reveal significant changes from an earlier prototype, with a new T-tail configuration replacing a distinctive V-shaped tail. Eviation relocated the Alice’s two MagniX Magni650 electric propulsion from the wingtips to a pylon mount at the rear of the fuselage. Aircraft specifications show a range of up to around 500 miles at speeds of just over 250 mph. Cape Air’s Wolf stressed the need to understand the technical hurdles of introducing a new aircraft to service, particularly one based on new technology such as electric propulsion. “We need to be cognizant of the challenges of the first one to three years of how that aircraft is going to be supported and how we're going to launch that [equipment] into commercial use,” he told the symposium, which was organized by the CAFE Foundation and the Vertical Flight Society. “I just would ask everybody to not underestimate that once we build an airplane, it's more than simply taking orders from different people who have the incentive to make your aircraft a successful tool. It has to be launched with somebody who has the experience and a history of being able to do that.” https://www.ainonline.com/aviation-news/air-transport/2021-07-22/cape-air-prepares-operate-eviations-alice-electric-commuter SpaceX Super Heavy Design Features 'Full and Rapid Reusability,' Long Way from High Payloads—Elon Musk SpaceX's Super Heavy Booster is currently a "full and rapid" reusable rocket from the company, but cannot secure high payloads as of the moment as it is not "fully and rapidly reusable." And yes, these two have differences according to SpaceX CEO Elon Musk, as he explained the rocket booster's design. The Starship is nearing its full-stack flight, after initially announcing that it would have the launch at 4/20 and the rocket standing at 69 meters tall. Despite the meme numbers, Musk said that these are purely coincidental, as he did not intend for this to happen. SpaceX Super Heavy: Full and Rapid vs. Fully and Rapidly Super Heavy Booster rocket landing maneuver and flip, which would be different from its actual landing procedures. On Twitter, the tech CEO has explained that the design of SpaceX's Super Heavy Booster rockets is unique and special to the company. What makes it so? Its full and rapid reusability feature has been a trademark of the company, saving a lot on its flights and getting to promote space sustainability. Musk replied to a Twitter fan who has shots of SpaceX's Starship and Super Heavy Booster rocket that have been firing off their Raptor engines. Here, the CEO said that its current design is that of "full and rapid" reusable, which already brings a lot to the table. However, it is not quite the best version of itself, as it can improve more with "fully and rapidly reusable" features. It might be confusing at first, especially as the only difference the two phrases have is the suffix of "-ly" and might not mean anything. But to Musk and SpaceX, it does. When will SpaceX Have the Fully and Rapidly Reusability Feature? The CEO billionaire said that it is a "long way to go" before the company achieves the fully and rapidly reusable feature, which would be capable to deliver high payloads within the company. There were no specific timelines or dates which the tech mogul mentioned, but it would likely come sometime after the prototype's early launches. Musk also failed to mention when the full-stack flight of SpaceX's Mars spacecraft would be, as for now, it remains unclear when the next static fire or test launch would be held. Elon Musk's Mars Mission with SpaceX SpaceX's Starship and Super Heavy is going to have additional engines which would make its total to about 42, for power and performance needs. The SpaceX CEO has expressed his views on Mars clearly, and his aims to make humanity a "multi planetary species," with Mars as its next colony. SpaceX would be at the center of this venture, especially as the Mars mission would focus on bringing payloads to the neighboring planet. These payloads may either be the equipment the company would use to establish colonies or humans aboard the Starship. https://www.techtimes.com/articles/263175/20210721/spacex-super-heavy-design-features-full-rapid-reusability-long-way-high-payloadspac.htm Curt Lewis