October 4, 2021 - No. 77 In This Issue : Global airlines commit to net-zero CO2 emissions by 2050 : Aviation: Germany opens world's first plant for clean jet fuel : NASA cooperating with GE Aviation & MagniX on electric aviation : K+N strives for greener air cargo supply chains : How Cloud Technology Will Help Airports Adapt To The New Climate : Airline passengers to wear masks for two more years, Emirates SVP predicts : Managing fuel concerns as the industry recovers : Hartzell Promoting 5-Blade Structural Composite Props at NBAA-BACE 2021 : Taylor-Dunn Launches All-New Lithium-Ion Powered Ground Support Vehicles at International GSE Expo : FAA Sets Special Rules For magniX Electric Motors : Look familiar? Chinese space tourism firm unveils new rocket that appears to have been heavily-inspired by SpaceX and Blue Origin’s spacecraft Global airlines commit to net-zero CO2 emissions by 2050 Global airlines have committed to reaching net-zero carbon emissions by 2050, an ambitious challenge for the heavily polluting industry as it begins to recover from the crisis caused by Covid-19. The target was agreed by members of the International Air Transport Association on Monday, and came as the industry faced growing pressure to take new action to cut its emissions. Aviation, which accounts for roughly 2 per cent of global emissions, is one of the most difficult industries to decarbonise, and Iata admitted that the target represented a significant challenge. “Decarbonising the airline industry is a real challenge because we don’t have a clear solution in the short term,” said Iata director-general Willie Walsh. “But we do believe very strongly . . . there is a credible path to net zero.” The industry’s roadmap relies heavily on sustainable aviation fuels, which are significantly less polluting than traditional kerosene, but currently in very short supply. The plan also includes future, and unproven new technologies, including electric and hydrogen aircraft. Any remaining emissions could be mopped up by carbon capture or offsetting, Iata said. In a sign of concern that governments could take action including environmental taxes if airlines did not decarbonise faster, Walsh urged countries to help airlines achieve net zero, rather than punish them for flying. “Limiting flying with retrograde and punitive taxes would stifle investment and could limit flying to the wealthy. And we have never seen an environment tax actually fund carbon-reducing activities,” said the former British Airways boss. He added that Boeing and Airbus were “not doing enough” to develop new technology to reduce emissions, and that any carrier that did not commit to reducing its carbon footprint “will be measured by consumers”. Robin Hayes, chief executive of US carrier JetBlue, said that, unlike safety, airlines will compete on their commitment to lowering pollution levels. “We all want the same thing,” he said. “Are we going to compete to get there? Hell yes . . . If that gets us to achieve this goal quicker, I think that is a very good thing.” The net-zero target faced opposition from Chinese airlines, which wanted to delay the commitment to 2060, reflecting the difficulty in persuading developing nations to agree to climate targets that could hinder an expected surge in demand for flying in the coming decades. The climate targets come as the industry prepares for a painful recovery from the pandemic over the coming years. On Monday, Iata forecast global airlines will lose a further $11.6bn next year, down from an expected $52bn in 2021 and $137.7bn in 2020. Buoyed by a significant domestic market, the US industry is the only region expected to return to profit in 2022. “We are well past the deepest point of the crisis. While serious issues remain, the path to recovery is coming into view,” said Walsh. https://www.ft.com/content/c43e06ff-48b5-488e-a59f-2ba60f463781 Aviation: Germany opens world's first plant for clean jet fuel On the day that the International Air Transport Association (IATA) announced a commitment to reach "net zero" CO2 emissions by 2050, the nonprofit organization Atmosfair has opened the world's first plant to produce carbon-neutral jet fuel. The group, which offers offsets for emissions from flights, announced Monday that its site in Emsland, in northern Germany, is expected to begin producing eight barrels (about 1 ton) of synthetic kerosene a day in early 2022. Atmosfair did not disclose how much the project cost or how it was funded. Synthetic kerosene, also called e-kerosene or power-to-liquid (PtL), is seen as having huge potential to slash the aviation industry's carbon footprint. But there are a few reasons the green fuel hasn't taken off yet. Flying is one of the most carbon-intensive ways to travel because planes are powered by fossil-based kerosene. The aviation sector is responsible for around 2 to 3% of global CO2 emissions, and it wants to reduce its footprint to half of 2005 levels by 2050. But decarbonization is going to be a huge challenge. Why synthetic kerosene? E-kerosene is a type of Sustainable Aviation Fuel (SAF) that can be blended with conventional jet fuel to bring down flight emissions. SAFs are mainly biofuels made from sustainable feedstocks, such as waste products or agriculture residues. They're seen as a promising alternative because they can reduce emissions by up to 80% over the lifetime of the fuel compared to fossil kerosene. The Atmosfair plant in Emsland is aiming to produce carbon-neutral synthetic kerosene by combining hydrogen generated by renewable electricity (from nearby wind turbines) and sustainable carbon dioxide — captured from the air and biomass. The output is to be mixed with conventional kerosene and transported to Hamburg Airport to fuel flights, including those of German carrier Lufthansa. Current engines can technically run on up to 50% sustainable fuel, but that's far from being a reality right now. SAF production is currently about 0.1% of the total aviation fuel consumed globally, according to the International Air Transport Association (IATA). How much sustainable fuel is out there? Some governments have introduced quotas in an effort to drive those numbers up. Germany, for example, wants 0.5% of the 10 million tons used by the German aviation industry each year to be e-kerosene by 2026, with that rising to 2% or 200,000 tons by 2030. The European Union has proposed setting a quota of 2% SAFs from 2025 with that rising to 5% — including a sub-quota of 0.7% for e-kerosene — from 2030. E-kerosene, a game-changer? Meeting those targets is going to require a massive ramp-up of production and as German Environment Minister Svenja Schulze pointed out at the inauguration of the e-kerosene production site that this only makes sense if renewables are ramped up at the same time. "PtL fuels only serve climate protection if green hydrogen is used. For green hydrogen, we need much more electricity from renewable energies,” Schulze said, adding that the technology is available and functional. "It's now up to businesses to scale this and I hope many will follow the call.” The Atmosfair plant in Emsland is only small, and isn't designed to run in the long-term, according to the organization's CEO and founder Dietrich Brockhagen. "But we wanted to take the first step in Germany to try out the technology here and gain experience," he said. Ulf Neuling, Renewable Fuels Group Leader at the Hamburg University of Technology, said the Atmosfair plant is "a step in the right direction to push the production of e-fuels for aviation and to start to get into commercial application." But he stresses there will ultimately have to be bigger plants with higher production capacities if Germany wants to bring down the cost of e-fuels and scale-up the technology. Pricey and energy-intensive E-kerosene is currently four to five times more expensive than conventional jet fuel. It's also energy-intensive to produce, requiring large amounts of green carbon dioxide and green hydrogen. Just powering domestic flights with e-fuels would require more renewable energy than Germany is currently able to produce. About 40% of the electricity Germany produces still comes from fossil sources; 45% comes from renewables, but much of that is diverted to help other sectors decarbonize. Atmosfair's Dietrich Brockhagen says current green electricity growth rates mean aviation worldwide could be fueled 100% by e-kerosene in less than a decade. But: "There is competition with other sectors, where electricity is needed more, such as rural electrification. So it's doable, but it's a question of resource allocation and distribution, and hence of policy priorities." Neuling adds that the huge demand for green energy mean Germany will ultimately have to import electricity from other places with high potential to produce renewable electricity cheaply, such as North Africa, the Middle East or Latin America. A future of climate-neutral flights? E-kerosene, provided it is produced with renewable electricity and available on a larger and more affordable scale, could play a significant role in making flying CO2-free — something that will likely take decades to happen. Manuel Grebenjak, a campaigner with the Stay Grounded network, says the focus on testing alternative fuels to allow us to keep flying is a distraction from the real problem. "We are in a climate emergency and have no time to lose. Only a reduction in air traffic can reduce emissions fast enough right now,” he said. "At the same time we still do not produce enough renewable energy. So we have to decide: do we want to use precious green energy for essential things or for luxury activities of a global minority?” Besides CO2, planes streaking across the sky release other gases and water vapor into the atmosphere that also contribute to global warming. Atmosfair says optimizing flight routes and altitudes could help bring these non-CO2 effects of flying close to zero. But it acknowledges that this would require more fuel, and thus more electricity in the long run, given that the production of e-kerosene is so energy-intensive. It's just one more problem that will need to be tackled if climate-friendly flying is ever to become a reality. https://www.dw.com/en/sustainable-aviation-fuel-power-to-liquid/a-59398405 NASA cooperating with GE Aviation & MagniX on electric aviation NASA has selected two US companies to support its Electric Powertrain Flight Demonstration (EPFD). It is about the development of electric aircraft engines in the megawatt class. The contracts will go to GE Aviation and MagniX. With the EPFD programme, NASA wants to develop electric propulsion technologies that could be used in US passenger aircraft for short-haul and regional flights by 2035 at the latest. To this end, the US federal agency is now bringing on board GE Aviation from Cincinnati and MagniX from Redmond, companies that specialise in this field. The duo has been given the task of “rapidly bringing electric aircraft propulsion technologies to maturity”. Specifically, over the next five years, both companies are to complete ground and flight demonstrations on behalf of NASA and work in cooperation with other NASA projects on development, flight test instrumentation and data analysis. Basically, the deal is for the development of megawatt-scale e-propulsion systems, and the two selected companies have contractually agreed to perform at least two flight demonstrations. GE Aviation will receive $179 million under the deal, while MagniX will receive $74.3 million. “GE Aviation and MagniX will perform integrated megawatt-class powertrain system ground and flight demonstrations to validate their concepts, and project benefits for future EAP aircraft configurations,” said Gaudy Bezos-O’Connor, EPFD project manager at NASA’s Langley Research Center in Virginia. “These demonstrations will identify and retire technical barriers and integration risks. It will also help inform the development of standards and regulations for future EAP systems.” Robert Pearce, deputy administrator of the Aeronautics Research Mission Directorate at NASA headquarters in Washington adds that it is expected “that significant improvements in the economic and environmental performance of subsonic transports can be achieved by incorporating these novel alternative propulsion and power technologies into the fleet.” The EPFD project is part of NASA’s Integrated Aviation Systems Program (IASP), which pushes flight-oriented research and technology development at the systems level to develop and transition new aviation technologies into future aircraft and operational systems. US company MagniX has long made a name for itself with electric propulsion systems for aircraft. As recently as June, the company introduced two flight-optimised electric propulsion units. These are the two drives magni350 and magni650 with an output of 350 kW and 650 kW respectively. GE Aviation is a subsidiary of General Electric and a major player in US engine production. Until September 2005, the company operated under the name General Electric Aircraft Engines (GEAE). https://www.electrive.com/2021/10/04/nasa-cooperating-with-ge-aviation-magnix-on-electric-aviation/ K+N strives for greener air cargo supply chains Marcel Fujike, head of products and at global freight forwarder Kuehne+Nagel, speaks to Roger Hailey about how the business is working towards operating more sustainably. Airfreight’s stakeholders already have strategies for fighting climate change, which face further scrutiny after a United Nation’s scientific report issued “code red” for humanity on the environment. That stark warning from the Intergovernmental Panel on Climate Change (IPCC) will see the aviation industry and its air cargo sub-sector accelerate efforts to employ sustainable aviation fuels (SAF) and offsetting for carbon emissions. But what are those plans? How and when will they be implemented and what does it mean for an airfreight industry where an estimated 97% of carbon emissions emanate from the aircraft flight alone in the door-to-door supply chain? Marcel Fujike is head of products and services, responsible for sustainability in air logistics, at global freight forwarder Kuehne+Nagel (K+N). “It is a huge challenge for the industry, and it will remain a huge challenge, at least for the mid-term future, until we really have affordable fuel that is based on sustainability.” There are two factors in making aviation greener: firstly, accelerating the research into technology advances to produce carbon-cutting fuels of the future, such as SAF produced with power-to-liquid technology. Secondly, financial incentives – probably from governments – to narrow the substantial price gap of SAF to the traditional jet fuel kerosene and to ease the commercialisation of new SAF production technologies at large enough quantities to make them in the mid-term economically viable. Says Fujike: “Powering planes with hydrogen or electricity is a nice way forward, but taking into consideration the long life-cycles of aircraft flying, I doubt that we will see the quantities of hydrogen powered aircraft entering service within the next 40 years to have a huge impact on reduction emissions – and electric planes are only suitable for short-haul ranges, so the only feasible way forward for at least the next decades is SAF, with the power-to-liquid technology and that can be produced in the amounts to meet demand.” Electric-powered aircraft are another option, at least for short-haul flights for e-commerce parcels. DHL Express has ordered 12 fully electric Alice eCargo planes from Eviation. But each aircraft in the zero-emission fleet will have only a 1.2 tonne payload at a maximum range of up to 815 km, requiring 30 minutes or less to charge per flight hour. SAF in action Fujike does not expect to see a long-haul version of electric aircraft for another 15 years or more, if at all, as the weight of the batteries needed so far limits the playload of the plane. Asked his opinion on when we will have sufficient quantities of SAF, Fujike says: “By the end of the decade we should see the power-to-liquid technology being ready for a commercialised production of SAF at a larger scale, but the real quantities will probably take at least 15 to 20 years.” However, he believes that an investment ramp-up by governments worldwide, like that for Covid-19 vaccine research and development, could speed up the timeline alongside incentives to build production plants. How do you sell the idea of sustainable airfreight to customers, and are they willing to pay for greener logistics? There appears, at least for now, to be some hesitancy around price. Part of the reason, adds Fujike, may be that awareness and knowledge of sustainability in air logistics and its possibilities is limited. The airfreight industry needs to do a lot of knowledge and skill transfer to customers, especially when it comes to the alternatives and cost. “In the past year we have seen ever-increasing demand from shippers, with customers actively coming to us and asking for solutions. This demand is higher from certain areas like northern Europe, the Nordics, where governmental support and public awareness in general is more predominant. Also, certain industries like the automotive sector have more incentives to do something about climate change. “You see it in certain products as well, those with a high margin where customers are asking for greener solutions.” Although the initial interest is huge, when customers see the cost involved then “all of a sudden the interest vanishes”. K+N currently provides its airfreight customers a SAF and/or offsetting solution that can be individualised, to a degree, along the supply chain. The forwarder buys SAF from airlines that it then offers to shippers. Explains Fujike: “If a shippers wants to compensate the emissions produced by his shipments overall or just on one lane, we will calculate how much jet fuel kerosene we burn per shipment and substitute that with the corresponding SAF amount that we already have available in-house. “Of course, the shipper can also select 100% SAF for one product and just use 25% substitution for another or use SAF on one main lane and all the others with conventional fuel. We can even to do it for just one month, that is not a problem.” K+N’s sustainability team will make all the calculations based on the shipper’s sustainability choice: “We have all data we need, the shipment weight, the routing, the date and the airline flight number(s) and then we calculate for each individual shipment based on these data the amount of jet fuel kerosene that got burnt. “We add up all the shipments for one month and end up with the required litres of SAF to substitute the amount of jet fuel kerosene burnt. The shipper has two options, either we replace one litre of jet fuel kerosene with one litre of SAF, which reduces emissions by some 75% in the worst-case or up to 95% in the best case. “If the shipper still wants to be net zero carbon, then we overcompensate one litre of kerosene with additional SAF, or you can offset whatever remains.” For its offsetting options, K+N has selected two partners, offering projects which all meet the verified carbon standard (VCS) and/or the Gold Standard (GS) – the highest possible quality certifications available for offsetting projects – and allow shippers to offset by buying carbon credits on one or more projects. To meet demand K+N has so far committed to 12.7m litres of SAF over the next two and half years from its partner airlines. This allows the forwarder to draw upon sizeable SAF volumes if a shipper customer has an immediate demand, and not turn them away: “There is sufficient SAF available and we can even source more, if needed, on a very short notice,” says Fujike. Currently there is a premium on using SAF versus jet kerosene, due to the limited production levels but this will ease over time. “At the moment we have only three regions in the world that are incentivising and subsidising SAF: in the Netherlands, Great Britain, and the US, especially in California. If you buy sustainable aviation fuel at these three countries or regions, then the SAF producer can sell a carbon offset certificate which reduces the price significantly.” SAF is traded on the open market so its daily price will vary. The premium is now around $2 per SAF litre globally versus kerosene, but in the SAF-producing areas the premium comes down to roughly $0.50-$0.70 per litre. Asked whether a SAF symbol, perhaps a green aircraft printed on the packaging of an airfreighted product, would be a selling point for consumers and thus shippers, Fujike says it is a nice idea but green monitoring the total supply chain is an issue. “Looking into the complex logistics process, with all the parties and interfaces involved, I don’t know how you could control this. At the end you don’t know, for example, what equipment the ground handling agent at an airport is using to load your cargo onto the plane (electric or fuel, etc). He adds: “If you consider an air cargo supply chain, the air portion accounts for 97% of emissions. You need to concentrate on air transport, then we cover the 97%. “That is our belief at K+N. Let’s really focus on the air transport because then we cover most of the emissions and you can almost forget the 1.5% at origin and 1.5% at destination. “When you have fewer parties involved, just the airlines and reducing aircraft emissions, that brings us forward a lot and that is where we need to focus.” Consumers are unlikely to stop buying perishables from other continents, but there will be more incentives from the governments to make airfreight supply chains greener. Greener passengers In June, the European Commission introduced a proposal for greener logistics and passenger travel, across all modes but particularly for aviation. It will introduce tax hikes on airline fuels, a move criticised for creating an unlevel playing field for European carriers against global competitors. It is likely, observes Fujike, that, with the pressure from governments and consumers, shippers will pressure their freight forwarders to arrange carbon-cutting logistics. “The producers or the vendors, so our customers, will require solutions from the forwarder and we, in return, will demand solutions from the airlines. The airline will require the ground handling agent and the airport to adapt, and so on along the chain. But governments will require the airlines anyhow to reduce their carbon emissions.” “Aviation has few alternatives in becoming green, but it you look at the trucks then they have different alternatives. On the aviation side we have only SAF available, and we are really pushing it. It will take until 2030-2032 until we see SAF quantities at a sizeable level and even that level is not sufficient to power all aircraft.” That time gap needs to be filled with mitigating measures for emissions, and offsetting is one used by aviation. “It is really important that over the next 10 to 15 years we have carbon offsetting. “A lot of these offsetting projects have their merits and are really helping the atmosphere. What we also need are stricter standards and quality measures – and better audited than today – so that compensations projects are delivering what they promise. Because that is what moved offsetting into this green washing fake area, where some projects were not seen as being real. “We need this, especially in air logistics, where there is no way of achieving zero carbon without offsetting over the next decade.” https://www.aircargonews.net/monthly-exclusive/kn-striving-for-greener-air-cargo-supply-chains/ How Cloud Technology Will Help Airports Adapt To The New Climate In the modern era, cloud computing is as standard as an Excel spreadsheet in many industries. However, when it comes to truly making the most of the technology, there is plenty of room for growth in aviation. Nonetheless, those behind the digital systems of this market have been making great strides in this field and are recognizing the advantages to be had for airlines and airports to ramp up cloud usage across the globe. Development prospects Several aviation sectors have put cloud-based systems to good use. For instance, cloud computing has been helping carriers launch routes more swiftly. Additionally, these systems have helped to make general passenger processes more efficient. Regardless, it has notably been the larger global hubs that have progressed the most with cloud technology. However, SITA (Société Internationale de Télécommunications Aéronautiques), the leading specialist in air transport communications and information technology, highlights that small and medium-sized airports have the same needs as the powerhouses in the current climate. Both regional and international passengers require the same digital experience and related benefits at the airport. Moreover, the expectations of the airline are becoming increasingly higher when it comes to digitalization. It’s also important to note the needs of aviation partners such as service and travel partners. As a result, the utilization of cloud technology is being scaled up across the board. The maturation of cloud processes has allowed organizations to implement modern systems affordably and securely. Airports can deploy “shared common-use approaches” reasonably while cutting down on space, maintenance, and infrastructure. Departments such as check-in, bag drop, and off-airport processing are making use of this technology. Meeting requirements Sergio Colella, SITA President Europe, spoke with Simple Flying about the plethora of solutions available to airports to help them adapt to ever-changing conditions. Ultimately, while airports previously primarily focused on the security, cost, and speed benefits, the pandemic brought new requirements to the industry and is now catalyzing the adoption of cloud computing. “COVID has accelerated an existing trend towards automation of the passenger journey, where your mobile is your remote control for travel and your face acts as your boarding card. Smart Path, together with SITA Flex, enable that experience. SITA Smart Path is a suite of integrated biometric and cloud-enabled solutions designed to enable a low-touch airport experience for greater efficiency and improved passenger satisfaction, allowing passengers to interact with all airport touchpoints via their mobile devices,” Colella told Simple Flying. “For example, Rome Fiumicino Airport uses our Smart Path technology and allows you to board using your biometric. At Beijing Capital International Airport, SITA Smart Path significantly speeds up passenger processing (e.g., 400+ passengers can board an Airbus A380 in less than 20 minutes). Smart Path also allows passengers to scan their face rather than fumble for their boarding card when doing duty-free shopping.” Plenty to cover The advantages of cloud tech can be found across the wider aviation spectrum. Both airlines and passengers can benefit from these solutions on several levels. Modern platforms enable real-time, reliable collaboration at scale in a cloud-based environment. As a result, the aviation industry is innovating to create new ways of working together around the world. It is evolving present solutions and infrastructure in a cost-effective manner. The market is embracing cloud and the re-use of it. This technology has the ability to easily integrate into current environments. It can also be retrofitted and future-proofed while becoming more agile to manage increased volatility, using shared services, on-demand. The right tools at hand SITA notes that its cloud platforms meet the requirements for operations at the airport and for the aircraft to be more price-sensitive, responsive, and resilient. This factor enables the agility to adapt quickly to the volatility caused by demand fluctuations. The SITA Flex cloud platform offers mobile-enabled common-use technology to facilitate contactless customer processing and improve operational efficiency, supporting the staged rollout of cloud-based systems. SITA Connect SDN aids the market’s determination to migrate applications to the cloud. SDN (Software Defined Networking) offers application-led networking that provides quicker, more resilient, and agile connectivity, supporting cloud-native apps. It allows multiple airlines, ground handlers, and other tenants to access the same virtualized infrastructure in the cloud. SITA’s Omnichannel Contact Services (OCS) help address passenger needs during times of disruption, informing and reassuring them through many different channels. Cloud-based and easy to adopt, they allow agents to work remotely and assist travelers virtually. Overall, there is a range of solutions that SITA has introduced to help airports adapt. With safety and security the focal point of operations in the current era, stakeholders in the aviation industry will undoubtedly be keen to keep the momentum going with cloud utilization. The likes of Air New Zealand are betting big on cloud tech, while Etihad has shared praise for the field’s capabilities to improve the passenger experience. All in all, cloud computing will combine well with broader initiatives such as biometrics and mobile applications to help airports and airlines serve passengers smoothly in this crucial stage of recovery. https://simpleflying.com/how-cloud-technology-will-help-airports-adapt-to-the-new-climate/ Airline passengers to wear masks for two more years, Emirates SVP predicts Airline passengers will have to get used to wearing face masks on flights for at least another two years, a senior figure from Emirates airline has said. Zack Zainal Abidin, senior vice president of Emirates Group Security, made his comments on the sidelines of an aviation security conference in Dubai on Sunday. “Covid is here to stay and it won’t change until it’s regarded as endemic rather than a pandemic,” he said "It used to be the case that the flu was regarded as a dangerous disease until it became part and parcel of life. “It’s going to take some time before Covid-19 reaches that stage.” When discussing international travel Mr Abidin warned that people should not expect to go mask-free anytime soon. "It's going to be a while before the status of Covid-19 changes and there's going to be at least two more years of people wearing masks," he said. Mr Abidin also said the pandemic was presenting challenges for the aviation security sector. Traditional methods of detecting terror threats to ensure passenger safety – such as the use of fingerprint identification – were no longer viable, with many checks going contactless, Mr Abidin said. “It used to be the case we would use more physical methods like fingerprints but we have had to adapt because of a need for physical distancing.” Mr Abidin was speaking on the opening day of the Avsec Global Symposium, which is taking place in Dubai’s JW Marriott Marquis Hotel, from October 3 to October 5. “Facial recognition technology is not enough now, we need to find ways to go beyond that and be able to identify people who are wearing masks,” he said. “These are the new technologies that have to be explored and expanded, due to the conditions created by the pandemic.” Mr Abidin said the methods used to track suspicious activity, such as matching of passports and using fingerprints, are becoming less relevant as threats become more sophisticated. Methods employed by terrorists are also constantly evolving. “One of the biggest threats emerging to the aviation industry is in cyber security,” he said. “It can vary from data breaches to people trying to take control of equipment or the transport itself.” A report last year by the World Economic Forum suggested governments and businesses were struggling to adapt to the threats to the aviation industry posed by cyber criminals. “A cyber attack could quickly result in serious loss of life and utter catastrophe,” said the Pathways Towards a Cyber Resilient Aviation Industry report. “It could potentially destroy trust in a single company and have cascading dire effects on the entire industry.” The report called on airlines across the world to unify their approach to dealing with cybersecurity threats. It also said the number of airline passengers was also expected to more than double from the 4.3 billion transported in 2018 to 10 billion in 2040 – despite the impact of Covid-19. Also speaking at the Dubai symposium on Sunday was UK Aviation Minister Robert Courts, who urged vigilance against terror threats, despite the slowdown in passenger numbers due to the pandemic. “The strategies terrorists are using are becoming more sophisticated and diverse,” he said. “Terrorists will try to continue to develop and try to evade detection at airport security checkpoints. “Top-quality airport checks are absolutely vital.” https://www.thenationalnews.com/coronavirus/2021/10/04/airline-passengers-to-wear-masks-for-two-more-years-emirates-svp-predicts/ Managing fuel concerns as the industry recovers A sharp fall in demand for aviation fuel saw the industry bill go down from $186 billion in 2019 to just $78 billion in 2020. Supplies built up, and fixed and floating storage facilities were quickly filled. This caused a price drop and May 2020 futures contracts for WTI crude actually hit a negative rate. But this proved temporary. Prices returned to about $70 per barrel by mid-August 2021 as key domestic aviation markets started to improve. Even so, Sustainable Aviation Fuels (SAF)—the future of the aviation fuel market—remain more expensive than conventional fuel. SAF are an extremely effective tool for reducing CO2 emissions. They are delivered as a drop-in solution, meaning that they are blended into conventional fuel outside the airport and thus require no additional infrastructure. Nevertheless, insufficient supply and high prices mean that SAF uplift has been just a small fraction of the 0.1% of total fuel volume that airlines would consume in a normal year. SAF need governments’ support to scale up production and bring down the price. Airlines are striving to reduce emissions but also coming out of the biggest crisis ever with empty coffers. Despite this, in Europe, the “Fit for 55” package proposes additional fuel taxes for intra-European flights that could have a massive impact on all future fuel prices and will certainly increase costs for airlines. IATA opposes fuel taxes to solve environmental concerns and instead emphasizes the need for governments to promote the roll-out of SAF. “Aviation is committed to decarbonization as a global industry,” says Willie Walsh, IATA’s Director General. “We don’t need persuading, or punitive measures like taxes to motivate change. In fact, taxes siphon money from the industry that could support emissions’ reducing investments in fleet renewal and clean technologies. To reduce emissions, we need governments to implement a constructive policy framework that, most immediately, focuses on production incentives for SAF and delivering the Single European Sky.” Fit for 55 proposes a mandate to increase SAF utilization to 2% of jet fuel use by 2025 and at least 5% by 2030. It does not, however, suggest any specific measures to reduce SAF costs. Hedging The industry’s pandemic-induced financial struggles are even affecting airlines’ ability to manage conventional jet fuel. “Hedging requires a reasonably safe forecast of volumes and credit lines with the banks,” says Alexander Kueper, IATA’s Director, Fuel. “Both are a challenge at present for some airlines, which makes it extremely difficult for them to protect themselves against price increases through hedging.” The outlook for the fuel market is aligned with the recovery of air travel. Although domestic traffic looks strong, international travel presents a more complicated picture. Fuel for international travel made up around 65% of total fuel used pre-COVID-19, so demand is due to remain unpredictable for the foreseeable future. Some refiners have even raised diesel production. It remains to be seen how many will switch back to jet fuel once demand returns. Digitalizing the refueling process Fuel orders, delivery tickets, receipts, and the suchlike have been paper-based since inception and in some locations that remains the case. But a digitalized process saves time and money, avoids errors, and simplifies the interaction between cockpit crew and refueling staff. “We must accelerate this journey to benefit from substantial efficiency gains and increased transparency,” says Alexander Kueper, IATA’s Director, Fuel. To ease the implementation of digital solutions, the IATA Fuel Data Standards Group (FDSG) has already incorporated the use of digital signatures for compliance with diverse local regulations. At Boston Logan Airport, i6, a startup in the JetBlue Technology Ventures portfolio, has implemented its full suite of tools to aid the refueling process for the entire fuel supply chain. “Our technology provides a comprehensive platform for the into-plane operator so that they can better plan, allocate, and track the entire refueling process,” says Steve Uhrmacher, CEO, i6 Group. “This includes the moment that the fuel order is first placed through to post-event reconciliation.” Supply issues At least no significant supply bottlenecks are expected as the industry returns to strength. In fact, the pandemic eased a few infrastructure pain points. Some airport fuel depots in Europe were facing capacity problems before the pandemic, but now have sufficient capacity to cover demand peaks without additional weekend deliveries, for example. Also, the European NATO (CEPS) pipeline had more demand than capacity before the pandemic, which is no longer the case. There are some challenges though. In the United States, a shortage of truck drivers is causing supply issues at smaller airports while larger facilities worldwide are seeing sharp increases in infrastructure unit cost, which is being passed on to the airlines. “We acknowledge the need of infrastructure operators to cover the cost and keep the infrastructure running, but there has been a lack of transparency in quite a few cases,” says Kueper. “IATA is advocating for more transparency, which, at least for the European locations, is a legal requirement set by the EU Ground Handling Directive.” In Africa, meanwhile, the drop in fuel volumes initially eased pressure on fuel infrastructure challenges at certain locations. But volumes are improving, and concerns remain. In addition, the fuel price on the continent continues to be, on average, higher than in other regions. Some airports lack competition and others have fuel prices set artificially high by governments. How the various factors affecting fuel will play out as the industry returns to normal is difficult to ascertain. Fuel has always been a significant cost for airlines. But the pandemic and subsequent recovery has blurred the picture as digitalization, new aircraft, and environmental mitigation, both mandated and voluntary, add new pressures to supply and demand. https://www.airlines.iata.org/analysis/managing-fuel-concerns-as-the-industry-recovers-0 Hartzell Promoting 5-Blade Structural Composite Props at NBAA-BACE 2021 LAS VEGAS, NEVADA, USA, October 4, 2021 /EINPresswire.com/ -- When the 2021 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) begins here Oct. 12-14, Hartzell Propeller will be introducing a newly designed and built customer exhibit booth, featuring a number of the company’s signature high performance propellers. It will be staffed by Hartzell’s cadre of expert technicians, customer support specialists, global sales team, and experienced engineering talent. On display will be Hartzell’s advanced swept airfoil five-blade structural composite prop for Daher TBM 700/800 and 900 series aircraft, and a specially designed five-blade carbon fiber Hartzell prop for Pilatus PC-12 turboprops. In addition, Raisbeck Engineering (Booth #1401) will be displaying a Hartzell specially designed five-blade propeller for Textron’s Beechcraft King Air series aircraft. “Our entire team is very much looking forward to this opportunity to renew personal relationships with our friends and customers after a tumultuous period where we have been restricted by the pandemic,” said Hartzell President JJ Frigge. “We will be featuring the fruits of our investments in advanced aerodynamic structural composite propellers resulting in cutting-edge improvements in performance and our relationships with a wide range of aircraft manufacturers.” Hartzell’s new 30' by 20' exhibit booth will be located in the new West Exhibit Hall at Booth #3337 on the main aisle. In addition, Hartzell props will be incorporated on a number of new aircraft on static display at Henderson Executive Airport, including Pilatus Business Aircraft at A401, Daher at A404 and Textron Aviation Beechcraft King Air at A305. About Hartzell Propeller Hartzell Propeller is the global leader in advanced technology aircraft propeller design and manufacturing for business, commercial and government customers. The company designs next generation propellers with innovative blended airfoil technology and manufactures them with revolutionary machining centers, robotics, and custom resin transfer molding curing stations. Hartzell Propeller and sister companies, Hartzell Engine Technologies LLC, Quality Aircraft Accessories, and AWI-AMI (Aerospace Welding Minneapolis, Inc., and Aerospace Manufacturing, Inc.) form the general aviation business unit of Tailwind Technologies Inc. For more info on Hartzell Propeller, go to www.hartzellprop.com. https://www.einnews.com/pr_news/552815575/hartzell-promoting-5-blade-structural-composite-props-at-nbaa-bace-2021 Taylor-Dunn Launches All-New Lithium-Ion Powered Ground Support Vehicles at International GSE Expo The need for greater sustainability, safety and efficiency drives airport ground support operations. And in cargo and baggage handling specifically, fuel and service expenses are the most expensive elements. Today, Taylor-Dunn, part of Polaris Inc., in partnership with A&V Rebuilding, Inc. and LevCon Inc., is introducing advanced lithium technology that can address those needs in an all-new way. The first-ever lithium-ion (Li-ion) Tiger tow tractor is launching today, and will also be on display this week at the GSE Expo in Las Vegas. The innovative technology is engineered into the proven Tiger tow tractor, providing the same uncompromised 60,000 lbs of towing capacity, while offering zero vehicle emissions for increased sustainability, decreased maintenance for greater labor efficiencies, greater cost savings and increased safety benefits. “The partnership with A&V and LevCon injects decades of learning, refinement and electrical expertise into the all-new Li-ion Tiger tow tractor. Ground service equipment experts A&V Rebuilding have set the standard in remanufacturing high-quality baggage and cargo tractors, while LevCon brings advanced lithium power using industry proven components and technology,” said Keith Simon, vice president and general manager, Polaris Commercial. “Combined with the more than 70 years of industrial equipment manufacturing of Taylor-Dunn, ground support operations get a cutting-edge solution with game-changing benefits to increase productivity and total value.” “We could not be more excited to unite the trusted Tiger tow tractor and the proven manufacturing capabilities of Taylor-Dunn with this new Li-ion technology for ground support,” said Gerry Hoadley, president, A&V Rebuilding, Inc. “With increased sustainability goals across airports and airlines, this new vehicle helps customers meet and exceed their goals, without ever sacrificing productivity. While we’ve been remanufacturing similar systems for years, the partnership with Taylor-Dunn allows new, electrified vehicles to be brought down the production line at scale to meet the rapidly growing customer demands.” Lower Cost of Ownership Tiger TC 30/60 Li-Ion tow tractors simplify maintenance by having significantly fewer parts needing service, repair or replacement, and costly fuel expenses are completely eliminated. In typical ground support applications, investing in a Li-ion Tiger tow tractor could pay for itself in as little as 12 months. Fewer parts also contribute to a longer-lasting drive system – up to three times that of a gas or LPG-equivalent tow tractor. And the electricity required to recharge the Li-ion batteries is as much as six times more cost-effective than gas or LPG fuels. All new features of the Tiger TC 30/60 Li-Ion tow tractor include programmable regenerative braking which extends vehicle range and reduces brake pad wear. The on-board diagnostics quickly and easily diagnose issues – increasing uptime and eliminating unnecessary downtime. Additionally, a smart industrial charger enables a full recharge in only two hours, further reducing downtime and keeping operations moving efficiently. Increased Sustainability The Li-ion Tiger is an all-electric vehicle, which eliminates unnecessary emissions caused by traditional combustion vehicles. To help reduce GSE emissions on the airfield there is a need to overcome charging infrastructure barriers at airports. The new Tiger TC 30/60 Li-Ion comes with multiple charging options to accommodate many types of airport charging infrastructures. These options include Posi-Charge and Minit-Charge, on-board charging using common 110v and 220/240v outlets, along with a multi-charge option that allows for charging virtually anywhere there is available electricity. The tractor is powered by a 20 or 35 kWh industrial-grade Li-ion battery pack, both of which are fully integrated into the vehicle’s battery management system. The 35 kWh packs are heated for optimal charging and extended life through cold weather. Enhanced Safety Vehicle electrification unlocks the ability to offer smart technology like the patent-pending anti-rollover system and programmable acceleration and speed. This programmability allows users to manage their operations while meeting safety standards. Easily accessible inching buttons at the rear of the tractor allow a single employee to attach and detach the tow bars. Additionally, inching operations are performed at a very consistent and low speed for predictable operations. Safety is also enhanced through increased visibility due to LED head and taillights as well as orange safety seat belts. Retractable seatbelts provide easy ingress and egress, and include an electronic switch to ensure the operator’s seat belt is fastened before the vehicle is put in motion. Operations Efficiency The Li-ion Tiger tow tractor is built on the proven TC 30/60 chassis and will be offered in models that include up to 60,000 lbs of towing capacity. The new Tiger tow tractors will maintain most of its simple, easy-to-use operational controls, hitch options, color options, and durability features. The tractor will be seamless to train operators on and deploy into ground support fleets because of this familiarity. Debut at International GSE Expo – October 5-7, 2021 The all-new Tiger TC 30/60 Li-Ion tow tractor debuts at the International GSE Expo in Las Vegas, October 5-7, alongside the all-new Li-Ion Taylor-Dunn Bigfoot utility vehicle. The gas- and electric-powered Bigfoot utility vehicles have been airport mainstays because of their range of up to 100 miles, load capacity of up to 3,000 lbs and towing capacity of up to 10,000 lbs. Carts and accessories add to their versatility with customizations for baggage handling, maintenance, ambulance, law enforcement and people movers. To learn more about the innovative technology, visit the Taylor-Dunn booth OS334 for static displays, or test drive the new Tiger TC 30/60 Li-Ion tow tractor in Demo Booth #2. https://www.aviationpros.com/gse/gse-technology/green-alternative-energy-gse/press-release/21240560/taylordunn-manufacturing-taylordunn-launches-allnew-lithiumion-powered-ground-support-vehicles-at-international-gse-expo FAA Sets Special Rules For magniX Electric Motors The FAA has taken a major step in certificating commercial electric aircraft by publishing special conditions for the approval of motors, controllers and support equipment made by magniX. The Washington State company has been testing two different motors on Cessna Caravan and De Havilland Beaver aircraft. “These engines have a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards applicable to aircraft engines,” the agency says in the lengthy document, which tries to anticipate all the issues that might come up as electric power goes mainstream. The agency’s best guess at the certification standards required for electric propulsion covers 32 factors that will have to be addressed when magniX applies for certification for the motors. Among those special conditions are dealing with all the high-voltage cables and devices in the aircraft and making sure the motors are durable and meet the power specs. The FAA is careful to stress that this particular set of requirements is not a blueprint for other manufacturers. “This action affects only magniX magni350 and magni650 model engines. It is not a rule of general applicability.” https://www.avweb.com/aviation-news/interesting-airplanes/faa-sets-special-rules-for-magnix-electric-motors/ Look familiar? Chinese space tourism firm unveils new rocket that appears to have been heavily-inspired by SpaceX and Blue Origin’s spacecraft CAS Space, a commercial offshoot from the Chinese Academy of Sciences (CAS), revealed mock-ups of its space tourism rocket that seems to have been heavily inspired by two American powerhouses – Jeff Bezos’ Blue Origin and Elon Musk’s SpaceX. The top portion of the Chinese rocket resembles Blue Origin's New Shepard while the body looks like SpaceX's Starship, complete with side fins that guide the craft’s descent. CAS Space is aiming to start sending paying customers into suborbital space in 2024. According to the company’s press release, the rocket will seat up to seven passengers, who will spend 10 minutes floating in zero gravity just above the Kármán line – the boundary between Earth’s atmosphere and outer space, about 62 miles above Earth’s surface. Space tourism was once an idea only seen in sci-fi films, but in the past year, three billionaires turned the adventure into a reality. Virgin Galactic’s founder, Richard Branson, and the aforementioned Bezos have both ventured into suborbital space. Although Musk has yet to take the journey himself, his firm recently sent four civilians into orbit last moth for a three-day trip around Earth. Now China could be the next country to join the space tourism industry, withy its first crewed missing set in just two years. The rocket, which is set to be reusable, will undergo several tests leading up to its manned launch. A suborbital demonstration is set for 2022, followed by an unmanned mission a year later and then the company’s suborbital tourism services could begin in 2024. However, CAS Space’s timeline is very ambitious compared to the American companies that have already sent tourists into space. Blue Origin launched its first demonstration in 2015 and did not send a human crew into orbit until earlier this year. According to CAS Space, tourists will receive short-term training prior to launch, but the release did not go into further detail on what type of training they would receive. The recent Insporation4 mission, which saw four civilians launch aboard a SpaceX Falcon 9 rocket. The team underwent centrifuge training to prepare for the various dynamic situations encountered during spaceflight — including launch, reentry, ocean splashdown, and a potential in-flight abort scenario. Branson was the first billionaire to make it to space, when he and an entourage of six people traveled 53 miles above Earth's surface on July 11 and spent eight minutes in weightlessness. On July 20, Bezos completed a similar journey. He and his brother Mark Bezos were joined by 18-year-old Oliver Daemen - the world's first paying customer to buy his flight - and 82-year-old Wally Funk, who passed NASA's space program in the 1960s but never made it to space because the women's flight was canceled. The crew traveled 66 miles above the surface of Earth - 13 miles higher than Virgin Galactic billionaire Branson. Blue Origin is set to launch a second space tourism mission on October 12 and actor William Shatner, 90, will be aboard. Shatner, who is known for his role as Captain Kirk on Star Trek, will become the oldest person in space. Musk has purchased a ticket for Branson's Virgin Galactic, and recently sent four civilians into the final frontier. On September 15, the first all-civilian crew launched into orbit, which included Jared Isaacman, Hayley Arceneaux, Sian Proctor and Chris Sembroski, took off on a Falcon 9 rocket and spent three days orbiting Earth. https://www.dailymail.co.uk/sciencetech/article-10057299/Chinese-space-tourism-firms-rocket-appears-inspired-SpaceX-Blue-Origins-spacecraft.html Curt Lewis