September 16, 2021 - No. 72 In This Issue : CAE and BETA Technologies announce strategic partnership for pilot and maintenance training program : A Look At Honeywell’s Bizarre Boeing 757 Flight Test Aircraft : Heathrow and BA zone in on net-zero 'perfect flight' using sustainable jet fuel : Eni and Aeroporti di Roma ink sustainable aviation fuels agreement : NASA initiatives aim to help U.S. sustainable aviation goals : Leonardo Contracts UK Firm for Tempest Flight Test Aircraft : Air New Zealand Joins Airbus's Hydrogen Airliner Project : Biden Administration Creates Broad Government Action to Meet New Ambitious SAF Goals : NASA Statement on National Aerospace Week : What would it take to power airliners with batteries? : Contest winners, health worker orbiting world in SpaceX 1st CAE and BETA Technologies announce strategic partnership for pilot and maintenance training program MONTREAL, Sept. 15, 2021 /PRNewswire/ - (NYSE: CAE) (TSX: CAE) – CAE announced today that BETA Technologies (BETA) selected CAE as its partner of choice to design and develop its pilot and maintenance technician training program for the ALIA eVTOL aircraft. CAE will leverage its decades of training expertise to develop a full suite of innovative, digitally integrated curriculum and courseware solutions for the aviation workforce of tomorrow. The new training program will be built from the ground-up, in parallel with BETA's aircraft certification journey, taking into account the unique operational and mission specific inputs for this aircraft. Advanced Air Mobility (AAM) covers a range of revolutionary new aircraft enabling transport of people and cargo between places previously not served or underserved by civil aviation, with eVTOL aircraft at the forefront. In support of this emerging market, CAE's dedicated Advanced Air Mobility group offers training and operational support solutions to help innovative companies such as BETA certify their eVTOL aircraft, train their pilots and maintainers, and scale standardized AAM operations across global markets. "CAE has a rich history in participating in the development and launch of many innovative aircraft," said Kyle Clark, Founder & CEO at BETA. "Flying and maintaining electric aircraft requires an understanding of electric systems and flight dynamics that are new to aviation. Our team is thrilled to be bringing in CAE's expertise into the fold as we work hand in hand to teach the next generation of pilots and mechanics the unique aspects of flying and maintaining electric aircraft. "We are drawing on CAE's close to 75 years of aviation industry thought leadership to help accelerate the advancement of the Advanced Air Mobility industry. We are very excited to partner in the enablement of this new generation of aviators and technicians, who we believe will play a key role in the future success of this revolutionary industry," said Nick Leontidis, CAE's Group President, Civil Aviation Training Solutions. "CAE is a high technology solutions company at the leading edge of digital immersion, and we are committed to supporting the continuing needs of BETA and its operators throughout the lifecycle of the program. This marks the first step to what we believe will be a long-term partnership with BETA, and another example of our commitment to future aviation technologies and sustainability". BETA brings a diverse customer base to the advanced air mobility market. BETA is the first eVTOL to receive manned airworthiness from the U.S. Air Force and the company has customers across a suite of industries including logistics (UPS Flight Forward), medical (United Therapeutics), passenger (Blade), and military (U.S. Air Force). BETA has hundreds of hours of manned full-scale flight testing and recently flew its ALIA aircraft over 200 miles. In November 2020, CAE released a report on 2020-2029 Pilot Demand Outlook in which it was estimated that an expected global requirement of 264,000 new pilots were needed in the civil aviation industry to sustain growth over the next ten years. This does not take into account the additional surge in demand for pilots and technicians in Advanced Air Mobility. CAE is committed to leveraging new digital technologies and developing training methodologies designed for a faster, better, and more efficient throughput of highly qualified pilots and maintenance technicians for this new era of aviation. About BETA Technologies BETA Technologies is creating an electric transportation ecosystem that promotes safety, reliability and sustainability. A relentlessly focused team is building an extensive charging infrastructure and ALIA, one of the world's most technologically advanced electric vertical aircraft (EVA). BETA's platform and products are strikingly simple. Prioritization of safety and a pragmatic approach to certification drive elegant redundancy, appropriate diversity of implementation and simplicity of control. ALIA's fixed-pitch propellers and centrally located batteries increase stability while making the aircraft easier to fly and maneuver. Every BETA team member is given the opportunity to become flight-certified at no cost, enabling firsthand understanding of aircraft engineering. BETA's team comes from leading firms and organizations, including the Federal Aviation Administration, the armed services, Boeing, Tesla, SpaceX, Lockheed Martin and General Electric. About CAE CAE is a high technology company, at the leading edge of digital immersion, providing solutions to make the world a safer place. Backed by a record of more than 70 years of industry firsts, we continue to reimagine the customer experience and revolutionize training and operational support solutions in civil aviation, defence and security, and healthcare. We are the partner of choice to customers worldwide who operate in complex, high-stakes and largely regulated environments, where successful outcomes are critical. As testament to our customers' ongoing needs for our solutions, over 60 percent of CAE's revenue is recurring in nature. We have the broadest global presence in our industry, with more than 11,000 employees, 180 sites, and training locations in over 35 countries. www.cae.com https://www.prnewswire.com/news-releases/cae-and-beta-technologies-announce-strategic-partnership-for-pilot-and-maintenance-training-program-301377012.html A Look At Honeywell’s Bizarre Boeing 757 Flight Test Aircraft Honeywell Aerospace is known for its ground-breaking research in aviation technology. The Phoenix-based aviation firm offers products and services to airliners, business jets, and general aviation market. To examine its products and innovations, Honeywell relies on a fleet of highly modified aircraft capable of handling rigorous tests and quality checks. The firm’s Boeing 757 is one such airplane that has proved to be a reliable workhorse over the years. Testbed aircraft The Boeing 757 in question entered service in 1983 with Eastern Airlines and was just the fifth 757 to roll out of the Boeing factory. The 38-year-old airplane joined Honeywell in 2005 with the registration number N757HW. Joe Duval, Director of Flight Test Operations at Honeywell, calls the aircraft a generic flying testbed. To put it simply, the 757 is essentially a flying facility that tests the products that Honeywell Aerospace produces. Duval calls it generic because the airplane isn’t restricted to testing any one particular type of technology or even specific to the 757. Instead, it caters to a range of products meant for general aviation. Highly modified The 757 often stands out from the crowd with a third pylon placed on the right-hand side aft of the flight deck. This is used when Honeywell performs airborne engine tests (more on that later). The only minor drawback of this added feature is that it produces extra drag, reducing the range of the airplane slightly. Except for a couple of engineering stations with a few seats, the airplane is devoid of any significant interior fitting and has cables visibly running along the airframe. This means it’s 15,000– 20,000lb (6,803–9,071kg) lighter than other 757s. Duval calls it “an aircraft with great performance, robust airframe, and a big envelope for the center of gravity.” Every project requires the aircraft to be modified, so it takes some time to prepare it for any new kind of test. Usually, any given flight tests more than just one piece of tech. For instance, if a test flight is made to examine an engine, chances are it could also be testing a weather radar system simultaneously. Busiest aircraft at Honeywell The 757 testbed aircraft has been at the forefront of some significant tests performed by Honeywell Aerospace over the years. It has performed more than 800 tests in 30 countries during its stint at the aviation firm so far. Honeywell dubbed the 757 as “connected aircraft” when it modified it with a series of wireless and connectivity technologies to have the airplane self-monitor and report things that need to be done, in advance. This includes Honeywell’s GoDirect family of products that analyses data from aircraft systems, such as the APU, brakes, and environmental control system, and warns maintenance in advance. Cathay Pacific is one of several airlines to have purchased GoDirect Maintenance to save precious dollars otherwise spent in troubleshooting-related flight delays. The 757 has come in really handy to develop and upgrade the firm’s advanced airborne weather radar IntuVue RDR-4000. In 2018, Honeywell deployed the aircraft fitted with the RDR-4000 in the Asia-Pacific region during the southwest monsoon season. For three weeks, it collected important weather data in Thailand, the Bay of Bengal, Australia, and Singapore. The company also uses the 757 to test most of the engines it produces, including the HTF series, TFE731, and TPE 331, which are used in military and corporate aircraft. The engines of the Embraer Legacy 450/500 were tested entirely on this 757. Looking at all this, it’s pretty clear that with the right modifications and adjustments, the Boeing 757 can be transformed from a reliable commercial airliner to a sophisticated test aircraft capable of examining some of the most innovating products of aviation tech. Who knew! https://simpleflying.com/a-look-at-honeywells-bizarre-boeing-757-flight-test-aircraft/ Heathrow and BA zone in on net-zero 'perfect flight' using sustainable jet fuel Britain's aviation industry has come together to operate an ultra-low emissions flight from England to Scotland. It was described as a step towards the “perfect flight". The British Airways plane flew from London Heathrow to Glasgow Airport on Tuesday and was powered directly by sustainable aviation fuel (SAF) provided by partner BP. The specially adapted fuel was blended at 35 per cent with traditional jet fuel, meaning it emitted far less carbon than a typical passenger journey. An Airbus A320neo, the quietest and most fuel-efficient short-haul aircraft currently in British Airways’ fleet, was the aircraft chosen to undertake the journey. Several other factors were calibrated to ensure that the flight was net zero, including the use of electric-powered vehicles to tow the aircraft. In addition, air traffic controllers at NATS - formerly National Air Traffic Services - ensured the aircraft made as direct a journey as possible with little to no levelling off, which causes addition fuel burn. Organisers say they wanted the flight to demonstrate how far the aviation industry has progressed in its efforts to reduce carbon emissions. It comes a decade after the industry flew its first “perfect flight”. Tuesday's flight reportedly achieved a 62 per cent CO2 emissions reduction compared to a decade ago, thanks to SAF technology. Of that reduction, 34 per cent came from efficient aircraft and operations, 28 per cent came from the use of sustainable aviation fuel and the remaining 38 per cent per cent came from using high-quality, verified carbon offsets. British Airways says the remaining emissions produced by the flight were offset as part of its carbon reduction policy, which includes investing in projects such as renewable energy, protection of rainforests and reforestation programmes. Heathrow has urged the government to scale up production of SAF technology and incentivise airlines to use it. This includes setting escalating mandates that require a minimum of 10 per cent SAF use by airlines by 2030 - something British Airways and its parent company IAG committed to recently - and increasing to at least 50 per cent by 2050. Heathrow chief executive John Holland-Kaye said that solutions to ensure more net-zero flights are there, but “need to be scaled up". “The faster we scale up supply and use of sustainable aviation fuels, the faster we can decarbonise aviation and protect the benefits of flying in a world without carbon. “What is needed urgently is for government to introduce policies to increase the supply of SAF and to provide the right price incentives for airlines to use it.” Sean Doyle, British Airways’ chairman and chief executive, said the flight “offered a practical demonstration of the progress we’re making in our carbon reduction journey". “By working together with our industry partners, we’ve delivered a 62 per cent improvement in emissions reductions compared to a decade ago. “This marks real progress in our efforts to decarbonise and shows our determination to continue innovating, working with governments and industry, and accelerating the adoption of new low-carbon solutions to get us closer still to the perfect flight of the future.” https://www.thenationalnews.com/world/uk-news/2021/09/15/heathrow-and-ba-zone-in-on-net-zero-perfect-flight-using-sustainable-jet-fuel/ Eni and Aeroporti di Roma ink sustainable aviation fuels agreement Eni and Aeroporti di Roma (ADR) have signed a strategic agreement to promote decarbonisation initiatives in the aviation sector and accelerate the ecological transition of airports. Eni has been producing hydrotreated vegetable oil (HVO) biofuel in its Venice and Gela bio-refineries since 2014 via its proprietary Ecofoning™ technology; it can also produce sustainable aviation fuels (SAF) from waste and plant-based raw materials using the same technology. Eni's new net zero carbon by 2050 strategy will enable it to provide a range of fully decarbonised products, combining environmental and financial sustainability. Key drivers in its path towards decarbonisation include: the recent merger of the renewable and retail businesses, the development of biorefineries and biomethane production, and the sale of low-carbon energy carriers and mobility services at service stations. ADR, a leading Italian airport hub, has been carbon neutral since 2013 and has committed to eliminating all its emissions by 2030. The target has been endorsed by ACA 4+ accreditation (the only time the highest level of certification for the reduction of CO2 emissions at airports has been awarded to a European airport) and reinforced with the recent issue of a €500 million sustainability-linked bond that directly links the cost of debt to the sustainability results achieved – a world first for an airport. The agreement includes the development of decarbonisation and digitalisation projects to boost the transition of ADR-managed airports to smart hubs. A notable feature of the agreement will see the introduction of SAF and for ground handling (HVO) over the coming months. This will lead to lower CO2 emissions compared to fossil fuels. A joint programme for the development of sustainable mobility and distribution services to end customers will also be established, as well as energy integration projects in line with the most advanced transition and digitalisation models. “Eni began its business transformation in 2014, taking an active and leading role in promoting the circular economy, the development of innovative technologies. and sustainable mobility, all based on a synergistic blend of solutions that minimise environmental impact and boost efficiencies,” commented Giuseppe Ricci, Eni Energy Evolution Chief Operating Officer. “We are ready to make our technology and low-carbon products available to the sector to help it make a recovery based on sustainability and innovation.” Marco Troncone, Chief Executive Officer of Aeroporti di Roma, remarked: “When leading Italian companies work together they can create and implement ambitious projects of the scale needed to ensure a genuine environmental transition and secure the revival of a strategically important sector for Italy such as aviation. We are deeply committed to ensuring carriers have access to biofuels in the coming months, ahead of expectations. This is further confirmation of our desire to make Fiumicino and Ciampino two of the most sustainable airports in the world. Our strong focus on sustainability, which has been recognised at a global level, has always been a driver of our development and is now very firmly integrated into our business.” https://www.energyglobal.com/bioenergy/15092021/eni-and-aeroporti-di-roma-ink-sustainable-aviation-fuels-agreement/ NASA initiatives aim to help U.S. sustainable aviation goals NASA and other industry leaders, at a recent White House event, have discussed the medium and long-term sustainable goals for the U.S. to combat climate change. The event highlighted a plan to reduce aviation carbon emissions through production of more than three billion gallons of sustainable fuel by 2030. Officials from the Departments of Transportation, Energy and Agriculture announced a Sustainable Aviation Fuel Grand Challenge (SAFGC) to meet this goal, in partnership with industry and other federal agencies. SAFGC aims to reduce costs, enhance the sustainability of aviation, as well as expand the production and use of sustainable aviation fuel to meet 100 per cent of U.S. demand by 2050. Nelson delivered remarks underscoring NASA’s origins as an aeronautics research organisation and history of improving aviation efficiency and safety. NASA innovations have made aircraft quieter and more fuel efficient, while reducing their harmful emissions, he said, making aviation more environmentally and economically sustainable. “Our aeronautics researchers are developing and testing new green technologies for the next generation aircraft, new automation tools for greener and safer airspace operations, and sustainable energy options for aircraft propulsion,” said Nelson. NASA is investing in cost-sharing partnerships with U.S. companies to research and demonstrate high-risk, high-reward technology for next-generation, single-aisle aircraft that are at least 25 per cent more fuel efficient. These aircraft could see service by the early 2030s. Single-aisle aircraft generate the largest share of aviation carbon emissions of all aircraft class sizes. Bob Pearce, NASA’s Associate Administrator for Aeronautics, “We’re working to keep the U.S. companies economically competitive by helping them bring to market the next generation of environmentally-sustainable commercial transport aircraft. The fiercely competitive single-aisle market is an important path to economic recovery for aircraft manufacturers and airlines after COVID-19, and foreign governments are investing heavily in these technologies.” Under its recently launched Sustainable Flight National Partnership, NASA will collaborate with the Federal Aviation Administration (FAA) and industry partners to accelerate the maturation of aircraft and engine technologies to enable a significant reduction in fuel consumption and carbon dioxide emissions. The partnership’s efforts include demonstrating new technology, such as the first-ever high-power, hybrid-electric propulsion systems for large transport aircraft, long and slender ultra-high efficiency wings, and advanced composite materials. NASA will also demonstrate advanced engine technologies based on its breakthrough innovations. In collaboration with the Department of Energy, NASA will develop battery technologies that can provide the power required for electric aircraft with vertical take-off and landing capability, as well as for short-range consumer aircraft. In the long term, these battery technologies could potentially achieve the energy density needed for longer-range electric aircraft as well. A memorandum of understanding signed at the White House event calls for the development of a government-wide strategic plan to meet these goals. The SAFGC Roadmap will take a multi-generational approach, setting U.S. milestones in 2030, 2040, and 2050. NASA will contribute to the nation’s commitment to sustainable aviation embodied in the SAFGC. Building on its ground and flight campaigns of the past decade, NASA researchers will continue sampling and characterising the makeup of sustainable aviation fuel emissions to verify performance, and to ensure compatibility of sustainable aviation fuels with existing and future aircraft. https://www.internationalairportreview.com/news/163829/nasa-white-house-events-sustainable-goals-u-s-combat-climate-change/ Leonardo Contracts UK Firm for Tempest Flight Test Aircraft Italian aerospace firm Leonardo has contracted UK-based 2Excel Aviation for the Tempest flight test aircraft (FTA) program, involving a commercial airliner overhauled into a flying laboratory. Program developers will run “futuristic sensors and communications tests” on the modified aircraft, “Excalibur.” Test Aircraft According to Leonardo, “the aircraft is being modified to supplement the transformational ‘digital-first’ approach the Team Tempest partners are taking with regard to the testing and evaluation of Tempest’s next-generation electronics.” The aircraft will provide a “real-world” environment necessary for the “latter stage development” of the sixth-generation aircraft under development by a consortium of four manufacturers. The Excalibur will help develop “integrated sensors, non-kinetic effects, and communications,” Leonardo is designing for Tempest. In addition to Leonardo, BAE Systems, Rolls-Royce, MBDA, and the UK Ministry of Defence are partners in the project. The Tempest According to the Royal Air Force website, the Tempest will have manned, unmanned, and optionally-manned options, including “scalable autonomy” for the pilot in the manned version. Leonardo wrote that the aircraft testbed “could also be used to complement the development of uncrewed technology, including acting as a control hub for uncrewed platforms undergoing test.” Further still, Excalibur will be used to “de-risk” the technology being developed for the aircraft set to replace the RAF’s Eurofighter Typhoon starting in 2035. https://www.thedefensepost.com/2021/09/16/leonardo-tempest-test-aircraft/ Air New Zealand Joins Airbus's Hydrogen Airliner Project Air New Zealand is supporting Airbus’s efforts to develop hydrogen-powered airliners through a joint research initiative into how these could help the Asia-Pacific carrier to meet its goal of achieving net-zero carbon emissions by 2050. Under a memorandum of understanding (MoU) signed on September 16, the airline will analyze how the use of hydrogen propulsion would change its service network, operations, and infrastructure arrangements, with Airbus providing performance requirements and ground operations characteristics for the new aircraft. Twelve months ago, Airbus unveiled three concepts for possible hydrogen-powered airliners that it said could be ready to enter service by 2035. Under a project called Zero E, Airbus expects to make a final decision on the most suitable hydrogen technology platform in 2024 and be ready to fly an initial technology demonstrator in 2025. This year, engineers have been working to develop a hydrogen ground demonstrator ready to help it to address complex technology risks around the ecosystem for hydrogen power, such as the fuel’s volume and cryogenic (low temperature) characteristics. The most novel of the three designs shows a blended wing airframe that Airbus indicated would be able to carry up to 200 passengers on flights of around 2,000 nm. The exceptionally wide fuselage, in which the wing merges with the main section of the aircraft, would provide space for a cabin, as well as for hydrogen storage and distribution. Airbus also presented a more conventional narrowbody model that would carry between 120 and 200 passengers on sectors of around 2,000 nm. The propulsion system would be based on a pair of modified gas turbine engines powered by liquid hydrogen that would be stored and distributed via tanks located behind the rear pressure bulkhead. The design features swept-back outer wing surfaces. The third design is a 100-seat twin turboprop. It also would feature modified gas turbines fueled by hydrogen and would have a projected range of up to around 1,000 nm. https://www.ainonline.com/aviation-news/air-transport/2021-09-16/air-new-zealand-joins-airbuss-hydrogen-airliner-project Biden Administration Creates Broad Government Action to Meet New Ambitious SAF Goals The aviation sector has dubbed sustainable aviation fuel (SAF) as a leading solution to curbing greenhouse gas (GHG) emissions despite their lack of supply in the market. A new plan from President Joe Biden may change that. The White House released broad new set of actions focused on increasing the domestic production and utilization of SAF with the goal of producing three billion gallons of SAF per year and reducing emissions by 20 percent by 2030 while also creating new union jobs. The actions will create a new Sustainable Aviation Fuel Grand Challenge, invest up to $4.3 billion in new and ongoing funding to support SAF, increase research and development opportunities to improve aircraft efficiency, improve aircraft traffic and airport efficiency, and work to strengthen U.S. leadership internationally and domestically. “The Administration is committed to transforming the aviation sector in a way that creates good-paying union jobs in manufacturing, improves the environmental quality for airport and airline workers, and unlocks rural economic opportunity for sustainable fuels from many different feedstocks and pathways,” the White House statement said. “Taking these and other steps in concert with the aviation sector can drive innovation and support a growing market for cleaner fuels, while reducing and eventually eliminating aviation’s climate impact.” The new plan includes executive actions across the Department of Energy, Transportation, Agriculture, Defense, the National Aeronautics and Space Administration (NASA), the General Services Administration (GSA), and the Environmental Protection Agency (EPA). This plan will work with Biden’s Build Back Better Agenda that is working through Congress to create jobs while addressing climate change. The Build Back Better Agenda also includes a SAF tax credit that will provide incentives for fuel using SAF that reduces GHG life cycle emissions by at least 50 percent. The administration will also be releasing an aviation climate action plan in the coming months. Aviation emissions account for 11 percent of U.S. transportation emissions and will likely increase in the coming years, according to the White House. SAF is made from renewable sources or waste feedstocks and has lower lifecycle GHG emissions than traditional fuels. SAF has been seen as a leading solution by the aviation industry because it requires no aircraft modifications to be used. Currently, aircraft are allowed to run on a 50 percent blend of SAF and Jet A. The Path to 3 Billion Gallons According to the International Air Transport Association (IATA), 100 million liters of SAF—about 26 million gallons—will be produced globally in 2021. The White House states that the current domestic production of SAF is about 4.5 million gallons per year. This new goal from the Biden administration will have to increase production in the U.S. significantly to be successful. A large part of Biden’s plan centers on the creation of a Sustainable Aviation Fuel Grand Challenge--spearheaded by DOE, DOT, and USDA—which aims to lower cost, increase sustainability, and expand production of SAF. The agencies involved will advance research, development, demonstration, and deployment (RDD&D) of SAF by creating a joint executive team to develop a framework for this initiative, developing a whole-of-government approach to achieve its goals, and creating cross-agency coordination for RDD&D plans. “The Grand Challenge and the increased production of SAF will play a critical role in a broader set of actions by the United States Government and the private sector to reduce the aviation sector's emissions in a manner consistent with the goal of netzero emissions for our economy, and to put the aviation sector on a pathway to full decarbonization by 2050,” the memorandum of understanding states. “In recognition of the critical role that drop-in synthesized hydrocarbon fuels from waste streams, renewable energy sources or gaseous carbon oxidesor SAF- will play in addressing our climate change crisis and its role for jobs and the economy, the Parties undertake this MOU to ensure the highest level of collaboration and coordination across our Agencies.” The Sustainable Aviation Fuel Grand Challenge is just one tactic the administration is planning to use. The USDA will support farmers with climate-smart agriculture practices and fuel producers with carbon modeling components of aviation biofuel feedstocks. The EPA and DOE will establish data collection needs and technical information to expedite the regulatory approval process. The FAA will assist with safety evaluation testing with funds to the Aviation Sustainability CENTer (ASCENT) university center of excellence totaling more than $3.6M. The DOE Bioenergy Technologies Office has announced $35 million in recent funding for projects that will develop feedstocks for SAF and will invest $61 million in new projects to support SAF pathways. The DOE loan office will offer $3 billion in loan guarantees for commercial SAF projects. The Defense Department will use funding to create more SAF pathways for its aircraft including approving four pathways already approved in the commercial market and creating an ASTM approval pipeline for SAF pathways for warfighters. This action is subject to appropriations. Increasing Fuel Efficiency by 30 Percent The administration is also looking at ways to increase aircraft fuel efficiency to meet its emissions goals. The executive action specifically instructs agencies to increase research and development activities for new technologies for this part of its plan. The Sustainable Flight National Partnership from NASA will allow the agency to collaborate with the FAA and industry partners to advance new aircraft and engine technologies that reduce CO2 emissions. The FAA’s Continuous Lower Energy, Emissions and Noise (CLEEN) Program will award $100 million for new technologies that lower emissions, improve efficiency, and reduce noise. The DoD will invest funds toward making legacy aircraft more efficient and developing new aircraft that are more energy efficient. DOE will use $115 million in funding to advance battery technology for electric vertical takeoff and landing (eVTOL) aircraft and short-range consumer aircraft. DOE ARPA-E is using $16.5 million in funding to develop technologies that will fill gaps in the biofuel supply chain through projects in the Systems for Monitoring and Analytics for Renewable Transportation Fuels from Agricultural Resources and Management (SMARTFARM) program. Making Airports More Green This new action does not only look at SAF and the aircraft themselves but air traffic and airport efficiencies. The administration is instructing the FAA and EPA to take actions to reduce fuel use, eliminate lead exposure, and make the air in and around airports cleaner. The FAA has been awarded $20.4 million in grants to tackle airport air quality and begin creating electric charging infrastructure for ground vehicles. The FY22 Presidential Budget Request allocated $50 million for the FAA to create the Aviation Climate Research (ACR) program. The agency will also launch a new project to develop a contrail avoidance tool. The EPA will work with the FAA to curb exposure to lead emissions and eliminate lead from aviation gasoline. The administration's actions will also address how federal employees travel. The GSA will spearhead this issue releasing an RFI—which will be released in October—to uncover information about increasing the sustainability of federal air travel. On an international scale, the U.S. will implement CORSIA to demonstrate its commitment to its goals and leadership ambitions at the International Civil Aviation Organization. The White House cites commitments from the aviation sector to support its goals. The action lists commitments from commercial airlines like United Airlines, Delta Air Lines, American Airlines, Alaska Airlines, Southwest Airlines, and JetBlue. The administration also lists support from cargo airlines like FedEx, Atlas Air, Amazon AIR, DHL Express, and UPS. Airlines for American (A4A), whose commitments were also cited in the administration action, was present at a White House roundtable on sustainable aviation. “We are proud of our record on climate change, but we know the climate change challenge has only continued to intensify. Accordingly, A4A member carriers have embraced the need to take even bolder, more significant steps to address the climate crisis,” Airlines for America President and CEO Nicholas E. Calio said at a White House roundtable on sustainable aviation. “Today, I am pleased to announce that we are increasing our SAF ‘challenge goal’ by an additional 50 percent. To get there, we must work together – industry and government. These goals are important, but they are meaningless without action. A4A and our members are taking and are committed to action, and we are committed to working together, across this industry and with Congress and the Administration, to make these goals a reality.” The administration named specific fuel providers who have already set SAF production goals such as LanzaJet, World Energy, Gevo, Fulcrum, Velocys, BP, Virent, Honeywell, Shell, Neste, Marquis, Green Plains Inc., ADM, Prometheus, Aemetis, and members of the Renewable Fuels Association and members of Growth Energy. “To meet the challenge of scaling up to billions of gallons over a decade, both policy support and producer commitments will be critical to driving domestic innovation and deployment,” the White House statement said. “Scaling up domestic SAF production will involve a wide variety of different feedstocks and pathways, and the industry will continue to explore a diverse set of options, including the potential to convert biofuels such as ethanol into jet fuel.” https://www.aviationtoday.com/2021/09/15/biden-administration-creates-broad-government-action-meet-new-ambitious-saf-goals/ NASA Statement on National Aerospace Week The following is a statement from NASA Administrator Bill Nelson on National Aerospace Week, hosted by Aerospace Industries Sept. 13-17. This week recognizes innovations from aerospace manufacturers, suppliers, and workforce. “As we mark the 11th anniversary of National Aerospace Week, the Biden-Harris Administration and NASA commemorate the U.S. aerospace and defense community’s innovative history and recognizes the industry’s role to build back better. “The story of the U.S. aerospace and defense industry is one of overcoming what was once thought to be impossible, from aircraft that connect the world to the technological breakthroughs that allow Americans to explore the heavens. The partnership between government and industry makes these achievements possible and creates a relentless spirit of American ingenuity. “Today, technologies once developed in NASA’s facilities are used in every U.S. aircraft – commercial and military – and every air traffic control facility, to keep the crowded skies safe. Today, technologies developed to power America to the Moon under Apollo are used by industries across the world to help make spaceflight more accessible. Today, the technology spinoffs we enjoy each day can be attributed to our investment in aerospace and defense. And soon NASA and its partners will return astronauts to the Moon including the first woman and first person of color under Artemis. These missions will help prepare America for humanity’s next giant leap – sending astronauts to explore Mars, and the nation will again reap the benefits of our investment in aerospace. “In an era where nations are striving to invest more than us, the greatest secret in our playbook that can outcompete anyone or any country is the American worker. The crown jewel of the U.S. aerospace and defense industry is our unmatched workforce, made up of more than two million American workers. These are jobs that let Americans do more than get by, they help our workers get ahead with salaries and benefits more than 40% higher than the national average. When we invest in this industry, we create good-paying jobs and build back better, growing an economy from the bottom up and from the middle out. “This highly skilled workforce demonstrates America leads not by the example of our power, but by the power of our example. The aerospace industry is confronting the growing threat of climate change. Right now, NASA is partnering with industry, academia, and other federal agencies through the Sustainable Flight National Partnership to meet the aviation community’s aggressive international carbon reduction goals. The iconic centerpiece of this partnership will be a full-scale technology demonstrator X-plane built to test an ultra-efficient aerodynamic design and possibly other new technologies. Technological ingenuity and environmental sustainability are not mutually exclusive. They’re vital to America’s future. “The Biden-Harris Administration, NASA, and the aerospace and defense industry also share a commitment to preparing tomorrow’s workforce today. Students have returned to classrooms and college campuses across America. Together, we are making sure a quality education – especially a STEM education – is accessible for all students. “The future is going to be determined by the best minds in the world, by those who break through new barriers. It has never been a good bet to bet against America. The aerospace and defense industry proves that. Nothing is beyond our capacity when we are unified. We are working again. We are dreaming again. We are discovering again.” For information about NASA’s missions, discoveries, and activities, visit: https://www.nasa.gov https://www.nasa.gov/press-release/nasa-statement-on-national-aerospace-week What would it take to power airliners with batteries? There’s no shortage of hype about how electric aircraft will transform the air transport industry. But do not expect electric propulsion to replace turbofans any time soon. Before that happens, the industry must overcome a very real technical problem: replacing turbine-driven airliners with similarly sized electric aircraft will require a monumental leap in battery technology. That’s the conclusion of several Carnegie Mellon University researchers who created hundreds of thousands of design iterations to determine the battery energy density required for electric versions of three aircraft classes: regional airliners, narrowbody jets and widebodies aircraft. The American Chemical Society published the results of the study in a 2020 paper called “Performance Metrics Required of Next-Generation Batteries to Electrify Commercial Aircraft”. Bottom line: while all-electric power might work for small commuter aircraft, even today’s best lithium-ion batteries have nowhere close to the energy density – the amount of electric power stored per kilogram – that large electric aircraft would require. As a number of start-ups and operators push forward development of electric aircraft, the conclusions suggest electric powerplants will not soon displace gas-burning engines on the wings of large commercial aircraft. The energy density of avgas is simply unmatched. Even small regional aircraft would need batteries with significantly more energy density than exists with today’s technology. Current-generation lithium-ion batteries have an energy density of about 250Wh/kg, according to the paper. (Batteries in Tesla’s Model 3 sedan reportedly do a bit better, with energy density of about 260Wh/kg.) Yet, it’s not until around energy density of 480Wh/kg that a significant number of regional aircraft designs start becoming viable, says Venkat Viswanathan, an associate professor in the department of mechanical engineering at Carnegie Mellon who co-authored the research. If Viswanathan and his colleagues are right, the viability of larger electric-powered airlines is some ways off. Even if new technology enables energy density to inch up 5% annually – the rate of recent improvement – batteries will not reach the threshold required for regional airliners until around 2033. DESIGN ITERATIONS Not knowing what future electric airliners might look like, the Carnegie Mellon researchers calculated energy density requirements for hypothetical airliners using historic data. The academics gathered empty weight fraction, wing aspect ratio, wing loading, drag coefficient and mechanical efficiency data from more than two dozen commercial aircraft types, such as the De Havilland Canada Dash 8-400 turboprop, Boeing 737 narrowbody and Airbus A350 widebody. Using those parameters, they created 100,000 hypothetical design iterations for each class of aircraft, then simulated the performance of those designs when operating defined missions. Regional aircraft were assigned to fly 350nm (648km) with 30 passengers and a mass of 50,000kg, narrowbodies were evaluated on flights of 500nm with 150 passengers and a mass of 100,000kg, and widebodies on 1,000nm flights with 300 passengers and a mass of 250,000kg. The simulations showed that the average regional aircraft would require 600Wh/kg of battery density, narrowbodies would need 820Wh/kg and widebodies a whopping 1,280Wh/kg. NICHE MARKET? Electrifying a typical regional jet – a Bombardier CRJ or Embraer ERJ, for instance – seems unlikely in the near term. “That’s not to say that there’s no regional aircraft that would be satisfied,” says Viswanathan. “You could maybe do 10 passengers, which is a very different part of the design envelope.” Many of today’s electric-aircraft development projects are focused on small commuter-type aircraft. For example, Harbour Air of Vancouver, Canada is working to electrify its six-passenger DHC-2 Beaver floatplane. Airframer Tecnam is working to develop an all-electric version of its Tecnam P2012, a nine-passenger aircraft. Those companies and others say their designs will cost less to operate than gas-powered aircraft and have no carbon emissions. Electricity is cheaper than avgas, and electric motors are mechanically simpler than jet turbines, meaning less maintenance expense, they say. To capture such benefits, electric aircraft must be able to fly more than a few dozen miles before running low on a charge – meaning they need better batteries. That hurdle is why battery-powered aircraft appear, at least for now, suited only for niche routes and niche aircraft. An “eBeaver” might work great for Harbour’s 64nm hop over the Salish Sea between Vancouver and Victoria, British Columbia – yet current battery technology would be challenged to power a 300nm flight from San Francisco to Los Angeles. Engineers can likely achieve more range through novel propulsion systems and by developing clean-sheet aircraft specifically designed for electric propulsion. US firm Eviation is pursuing the clean-sheet strategy by developing Alice, a nine-passenger electric aircraft the company says will have 440nm of range. NASA, meanwhile, is exploring how distributing propulsion across 12 small electric motor-driven propellers might increase the efficiency of a battery-powered Tecnam P2006T. In theory, some special combination of design attributes ought to allow regional aircraft to get by on less battery energy density. Out of the 100,000 regional aircraft design iterations simulated by the Carnegie Mellon team, only a sliver – 17 hypothetical airliners – were able to fly with 30-plus passengers more than 350nm with batteries having density of 450-500 Wh/Kg, says Alec Bills, a graduate research assistant at Carnegie Mellon, who co-authored the paper. Viswanathan cautions he’s become less optimistic about the significance of distributed propulsion. He also notes that while new designs such as lightweight airframes may increase electric-aircraft efficiency, those gains will take years to work their way onto new aircraft types. “Early generation aircraft tend to be less efficient, not more efficient,” he says. “Of course, later on it gets better.” BETTER BATTERIES The many companies developing electric-aircraft prototypes are benefiting from lithium-ion batteries designed by the automotive industry. Yet to make electric flight viable, the aviation industry itself must advance battery technology, says Viswanathan. That is partly because the automotive sector appears satisfied with existing battery performance. In June, Tesla cancelled plans for a 520 mile-range “Plaid +” version of its Model S, with chief executive Elon Musk saying 400 miles was sufficient for most drivers, according to a June report from electric transportation publication Electrek. “The trajectory of automotive batteries is basically cost,” says Viswanathan. “We have enough performance in terms of energy density.” Though lithium-ion batteries have made great strides in the past decade, there seems an upward limit to how much energy density they can achieve. Viswanathan says the projected maximum specific energy for lithium-ion batteries is around 400–500Wh/kg – less than what a typical regional airliner would need. “You need to move beyond current battery technology,” he says. One battery chemistry with high-energy-density potential is lithium/fluorinated carbon, Viswanathan says. Such batteries require more development but could theoretically power regional and narrowbody aircraft. Though aircraft have different battery requirements than automobiles, the sectors could be complementary, says Viswanathan. “Aviation batteries necessarily will look quite different than the automotive batteries in terms of the chemistry choices, but there’s a lot of synergy that can be exploited in terms of the manufacturing facility,” he says. “The manufacturing plants could be reused.” But the electric-aircraft sector must take the lead. And in doing so, companies now developing small electric aircraft are poised to push forward the entire battery sector. “I think it really is the next playground for a large number of battery scientists,” says Viswanathan. “Getting more cross pollination of ideas between battery scientists and aerospace engineers is the way to go. Aviation is the next frontier.” https://www.flightglobal.com/airframers/what-would-it-take-to-power-airliners-with-batteries/145370.article Contest winners, health worker orbiting world in SpaceX 1st CAPE CANAVERAL, Fla. (AP) — The four people on SpaceX’s first private flight are fairly ordinary, down-to-Earth types brought together by chance. They’ll circle Earth for three days at an unusually high altitude — on their own without a professional escort — before splashing down off the Florida coast. Meet the crew that’s taking space tourism to new heights following Wednesday night’s launch from NASA’s Kennedy Space Center: JARED ISAACMAN, SPONSOR Isaacman struck it rich with the payment-processing business he started in his parents’ basement after quitting high school. He later went to an aeronautical university, took to the skies in fighter jets and started Draken International to provide military-style training in tactical aircraft. Space beckoned, and the Easton, Pennsylvania, entrepreneur purchased an entire flight from SpaceX to circle the Earth. The 38-year-old considers flying in air shows, his other hobby, as way more dangerous. “I don’t consider myself like a risk-taker or a thrill-seeker,” says Isaacman, whose daughters are 7 and 5. “I try to seek out what I think are interesting challenges in life and, when I can, I tether it with a very worthwhile cause.” This time it’s St. Jude Children’s Research Hospital. Isaacman has pledged $100 million to St. Jude and is seeking another $100 million in public donations. To drive home the message that space is for “just everyday people,” Isaacman offered one of the four capsule seats to St. Jude and held sweepstakes for the other two. HAYLEY ARCENEAUX, ST. JUDE’S REP Now a physician assistant at St. Jude, Arceneaux was a bone cancer patient at the Memphis, Tennessee, hospital at age 10. To save her left leg, St. Jude replaced her knee and part of her thigh bone, implanting a titanium rod. She’s the first person with a prosthesis in space and, at age 29, the youngest American. She was St. Jude’s runaway choice in January as the hospital’s representative in space. Arceneaux kept up with her fellow passengers in training, even while trudging up Washington’s Mount Rainier in the snow. Her only compromise: SpaceX adjusted her capsule seat to relieve knee pain. “I’m so excited about opening space travel up to so many, so many different kinds of people and those that aren’t physically perfect,” Arceneaux says. She’ll chat with St. Jude patients from orbit, reminding them that their dreams, too, can come true. She’s taken along her late father’s St. Jude tie, a prized possession. “I am so thankful for my journey with cancer because it gave me a love for life, just a zest for life and the confidence to say ‘yes’ to opportunities,” she says. “This is the biggest honor of my life.” CHRIS SEMBROSKI, RAFFLE WINNER Sembroski, an Air Force veteran and data engineer for Lockheed Martin in Everett, Washington, always saw himself as the space booster behind the scenes, helping to educate the public. He shot off model rockets in college and worked as a Space Camp counselor. So he considered it a “crazy fantasy” when he saw the Super Bowl ad in February announcing the space seat raffle and made a donation to enter. He didn’t win but a college friend did, and he offered Sembroski his spot on the flight. Sembroski says he was more subdued than others when he found out: “Just no words were coming out. Since then, I’ve gotten a lot more enthusiastic.” After six months of training, Sembroski, 42, has “no worries, no concerns, maybe a little bit of stage fright” about singing and playing a ukulele in orbit that will be auctioned off to support St. Jude. His schoolteacher wife, Erin, is “more than anxious about it for the two of us.” They have two daughters, ages 3 and 9. Sembroski says he’ll reflect on the historic nature of the flight — and his role in it — once he’s back on Earth. SIAN PROCTOR, BUSINESS WINNER Proctor applied to NASA three times to become an astronaut. The 51-year-old geologist and community college professor from Tempe, Arizona, actually made it to the finals more than a decade ago. After striking out with NASA, she set her sights on private spaceflight. But as 2021 loomed, she thought she’d aged out — until she learned of Isaacman’s space sweepstakes for his clients. She’d begun creating space-themed artwork when the coronavirus pandemic struck and turned to Isaacman’s Shift4 company to sell her paintings. When asked on the eve of launch if she was nervous, she said her only worry was that “this moment would never come in my life.” As only the fourth Black woman in space after three NASA astronauts, Proctor hopes to inspire other minority women. “As we move to the moon and Mars and beyond, we’re writing the narrative of human spaceflight right now” by focusing on diversity, Proctor says. “We’re on Starship Earth and we want to bring everybody along with us.” She caught the space bug early: Her late father worked at NASA’s tracking station in Guam during the Apollo moon landings. https://www.kxnet.com/news/national-news/contest-winners-health-worker-orbiting-world-in-spacex-1st/ Curt Lewis