November 19, 2021 - No. 89 In This Issue : Rolls-Royce’s All Electric Aircraft Claims World Speed Record : CAAS and Airbus enter partnership for sustainable air travel : National Aviation Services is the First Ground Handling Agent to Integrate with IATA Travel Pass : TulsaLabs Launches Aerospace Division for Commercial and Military Projects : Biometric-Enabled Kiosks And Baggage Messaging Service Transform Frankfurt Airport : Deadly crash doesn't mean firefighting at night is over : FAA forced delay in 5G rollout despite having no proof of harm to aviation : New Technology Boosts Accident Investigation Studies at Embry-Riddle : Lockheed Martin-Sikorsky Unveils New Flight Simulator : RAF and Zero Petroleum conduct first flight using ‘only’ synthetic fuel : NASA Invites Media to SpaceX’s 24th Cargo Launch to Space Station Rolls-Royce’s All Electric Aircraft Claims World Speed Record Rolls-Royce today shared that its all-electric plane has set three new world records. One of these achievements is that on November 16th, the Spirit of Innovation aircraft reached a top speed of 555.9 km/h (345.4 mph) over 3 km, surpassing the current record by 213.04 km/h (132 mph) to affirm itself as the world’s fastest all-electric vehicle. Records smashed Additionally, the aircraft flew 532.1km/h (330 mph) over 15 km, which is 92.8km/h (182mph) quicker than the previous record. It also broke the record for the fastest time to climb to 3,000 m by 60 seconds, with a figure of 202 seconds. All three feats occurred at the UK Ministry of Defence’s Boscombe Down testing site in Wiltshire, United Kingdom. Rolls-Royce has submitted its data to the Fédération Aéronautique Internationale (FAI). This is the World Air Sports Federation and has long verified aviation records. Rapid progress The Spirit of Innovation only took flight for the first time in September. Backed by a 400kW (500+hp) electric powertrain, Rolls-Royce notes that it is supported by the most power-dense battery pack ever put together for a plane. A Siemens’ Extra 330LE broke the electric aircraft speed record in April 2017. Interestingly, Rolls-Rolls bought Siemens’ Electric and Hybrid-Electric aerospace propulsion business two years later. So, Rolls-Royce has now broken a record that it was already affiliated with. The company is undoubtedly proud of its achievement. Its leadership notes that it demonstrates the potential to be had with electric aviation, especially in the context of sustainability. “Staking the claim for the all-electric world-speed record is a fantastic achievement for the ACCEL team and Rolls-Royce. I would like to thank our partners and especially Electroflight for their collaboration in achieving this pioneering breakthrough,” Rolls-Royce CEO Warren East shared in a company statement. The advanced battery and propulsion technology developed for this programme has exciting applications for the Advanced Air Mobility market. Following the world’s focus on the need for action at COP26, this is another milestone that will help make ‘jet zero’ a reality and supports our ambitions to deliver the technology breakthroughs society needs to decarbonise transport across air, land and sea.” A valuable solution With three electric motors providing over 750 hp, the powertrain can offer a 90% energy-efficient flight. The remaining 10% of energy is lost through heat and sound amid the law of conservation of energy. In comparison, Formula 1 cars are only 50% energy efficient. So, Rolls-Royce has covered excellent ground with this program. Electric aircraft are set to overhaul short-haul travel in the next chapter. We recently reported that eVTOL networks will be become the norm by the time this decade is over. This is one market where Rolls-Royce sees its technology excelling. All in all, the Spirit of Innovation program is part of the ACCEL (Accelerating the Electrification of Flight) project. 50% of the project’s funding is given by ATI (Aerospace Technology Institute), which partners with the Department for Business, Energy & Industrial Strategy and Innovate UK. With the government and the aviation industry having net-zero ambitions on their mind. Breakthroughs such as these will go a long way in the decarbonization of aviation. https://simpleflying.com/rolls-royce-spirit-record/ CAAS and Airbus enter partnership for sustainable air travel The Civil Aviation Authority of Singapore (CAAS) has partnered with aerospace firm Airbus to facilitate sustainable aviation. The pair have entered a memorandum of understanding (MoU) in this regard. The move comes as international air travel is witnessing gradual recovery from the Covid-19 pandemic. According to the agreement, the partners will evaluate the demand and production supply of green aviation fuels for supporting decarbonisation strategies and look into the prospects of research and development (R&D) of upcoming technologies. While considering airport infrastructure, they will also look into monetary conditions, monitoring environment and international policies and standards for backing sustainable aviation. As part of the MoU, CAAS and Airbus will perform a technical feasibility study of an airport hydrogen hub and the infrastructure supplies for implementing hydrogen-driven aircraft operations in the future. These include aircraft ground services, the generation, storage and distribution of hydrogen, logistical equipment and refuelling systems. During the study, requirements will be assessed for arranging and provisioning the airport development to offer optionality, along with the development of the technology. This evaluation will begin next year and continue for two years. The conclusion drawn after the completion of the study is expected to support policymaking, industry development and infrastructure planning. Airbus chief technical officer Sabine Klauke said: “Airbus is committed to leading the decarbonisation of the aviation sector and aims to deliver the world’s first zero-emission commercial aircraft by 2035. “The decarbonisation of our industry requires a combination of approaches, hydrogen being one of them, and will need unprecedented cross-sector collaboration to create the new aviation infrastructure ecosystem. We are, therefore, pleased to have CAAS as a partner as we embark on this exciting journey.” Recently, CAAS announced that it is preparing to conduct a trial on the use of sustainable aviation fuel at Changi Airport (SIN) next year. https://www.airport-technology.com/news/caas-airbus-air-travel/ National Aviation Services is the First Ground Handling Agent to Integrate with IATA Travel Pass National Aviation Services (NAS) (NAS.aero), the fastest growing aviation services provider in the emerging markets, is the first Ground Handling Agent (GHA) in the world to integrate with the International Air Transport Association (IATA) Travel Pass. IATA made the announcement today, at the 33rd IATA Ground Handling Conference in Prague. The IATA Travel Pass is a mobile app that helps passengers easily and securely manage their travel in line with any government requirements for COVID-19 testing or vaccine information. NAS has joined its Medical Utility Network Accreditor (MUNA) with the IATA Travel Pass. MUNA, based on a patented block chain technology connects audited labs in more than 740 cities across the Middle East, Asia, Europe and the US. The online platform offers verified and authenticated PCR test certificates to ease procedures for both travelers and staff at airports. MUNA also connects with KuwaitMosafer, another web based platform developed by NAS that facilitates travel to Kuwait and includes the Kuwait Ministry of Health online vaccine certificate. These ‘digital passports’ enable travelers to manage all their travel documentation seamlessly and are also an apt solution for airlines and airport authorities. Rami Al Haddad, Group CIO at NAS highlighted “NAS prides itself on pioneering innovative travel solutions throughout the pandemic. We are pleased to integrate with IATA Travel Pass to not only enhance the customer experience but also fulfill the requirements of airlines, airports and governments - safely, seamlessly and efficiently. Through the integration with IATA Travel Pass, anyone tested through MUNA or with vaccine credentials attested by MUNA, can utilize the QR codes from these platforms, for quicker passage at airports around the world.” NAS has a presence in more than 55 airports across the Middle East, Africa and South Asia providing services to more than half of the world’s top ten airlines and key aviation hubs. It’s portfolio of pioneering services also includes cargo management, airport technologies, lounge management, meet and assist services as well as aviation training. The company follows the highest international aviation standards and holds a number of global certifications including IATA’s Safety Audit for Ground Operations (ISAGO) that highlights the company’s promise of providing high quality services, with a strong focus on safety and security. “Ground operations will grind to a halt if ground handling agents have to manage passengers’ COVID-19 travel requirements—test results or vaccine certifications—with paper documentation. NAS’s integration of IATA Travel Pass with MUNA will enable passengers to easily upload their verified COVID-19 test results from MUNA into IATA Travel Pass and check they have the correct heath credentials for their destination so they can arrive at the airport ready-to-fly. Having the confidence of a major ground handling company like NAS support IATA Travel Pass is hugely significant. We hope that this cooperation will become a model for other ground handlers to follow,” Nick Careen, IATA’s Senior Vice President for Operations, Safety and Security. https://www.aviationpros.com/ground-handling/ground-handlers-service-providers/press-release/21247169/national-aviation-services-is-the-first-ground-handling-agent-to-integrate-with-iata-travel-pass TulsaLabs Launches Aerospace Division for Commercial and Military Projects TULSA, OK, Nov. 19, 2021 (GLOBE NEWSWIRE) -- via NewMediaWire – AppSwarm, Corp. (OTC: SWRM), a software development company and aggregator of mobile applications, announced the formation of Tulsalabs aerospace division focused on commercial and military projects. TulsaLabs announces the launch of its aviation division to develop and assist start-ups in the aerospace industry to set-up operations in Oklahoma. The aerospace division will be focused on: Assist startups of advanced technologies such as additive technologies, batteries, electric propulsion, commercial space, unmanned systems. Work with academic and university-led organizations to develop aerospace and defense industry applications of the future. Develop testing facility and research business center focused on commercial and military aerospace and space technologies. Oklahoma's Aerospace and Defense Industry Oklahoma boasts a robust legacy in space, aviation and defense. For over 70 years, the state has played host to what are now some of the largest military and commercial aircraft maintenance, repair, and overhaul (MRO) centers in the world. Aerospace and defense are the second largest and fastest-growing industry sectors in Oklahoma. Oklahoma ACES program, led by the Oklahoma Aerospace & Defense Team, provides resources dedicated to developing and growing the state’s aerospace industry. Oklahoma hosts more than 1,100 aerospace entities operating in the state including manufacturers, MRO, research and development, military and others. 12 of Oklahoma’s colleges and universities have aerospace programs. TulsaLabs recently announced an agreement with Touchpoint Group Holdings, Inc. to explore the development of next-generation transportation technologies such as advanced aerial mobility, electric powered aircraft, EVTOL (vertical takeoff and landing), and personalized Jetpacks. Infrastructure The Company recently signed an agreement with Renavotio, Inc., an infrastructure investment company, to explore opportunities including 5G, utility construction, smart city development, Internet of Things (IoT), drone technology, and aerospace related industries, such as new transportation hubs, a business research center, and testing facility. Space Research - DeepSkyOne TulsaLabs will also collaborate with AI Venturetech, and their DeepSkyOne project, to develop space related projects, including future low Earth orbit missions to monitor climate change. DeepSkyOne is an aerospace and space technology research lab located in New York City that explores technologies for the space industry from supply-chains, data analysis, CubeSat development, and edge computing applications. If you are an aerospace startup please register at https://deepskyone.com/ For updates on this project please register at https://tulsalabs.io/investors/ SPACE ACCELERATOR PROGRAM Are you a space technology start-up interested in partnering with us? Reach out to us to learn how you can access our startup ecosystem of corporate and investment partners. https://tulsalabs.io/contact/ About APPSWARM AppSwarm is a technology company specializing in accelerated development and publishing of mobile apps and other software platforms for gaming and business applications and seeks to acquire symmetric business opportunities. AppSwarm partners with and assists other development firms in technology development, business management, and funding needs. For more information, visit us at www.app-swarm.com or follow us on www.facebook.com/AppSwarm Twitter https://twitter.com/AppSwarm or Instagram https://www.instagram.com/appswarm/ https://finance.yahoo.com/news/tulsalabs-launches-aerospace-division-commercial-150000123.html?guccounter=1&guce_referrer=aHR0cHM6Ly93d3cuZ29vZ2xlLmNvbS8&guce_referrer_sig=AQAAADOqYTEqavpQCkyhJUMpPSfFnzD2FQTO3c85ld50JNKFapuks5KwlZJSzzcLGFOc6HRr_46ZwPVVnJsLoiz194-TVRY0NQv5QwTTC3Ccgo-Z3Rbxqv41Dg_W6bFHxDFbQ__18tcWPf27XoZRNFb2R-DmarKuWPTCb0HDmsSxr9K0 Biometric-Enabled Kiosks And Baggage Messaging Service Transform Frankfurt Airport SITA announced a large-scale technology deployment at Frankfurt Airport to enhance the passenger experience and increase the airport's operational efficiency. The deployment features the installation of 87 biometric-enabled SITA TS6 Kiosks and is expected to be completed later this year. SITA's versatile TS6 check-in kiosks allow passengers to check in quickly and obtain bag tags for later self-bag drop services. The kiosks work in concert with SITA Flex and offer passengers a unified user experience across multiple airlines, increasing ease of use while also reducing physical touchpoints. Passengers remain in control of their self service options, from check-in to self-bag drop via the intuitive biometric-enabled kiosk. The new SITA TS6 kiosk was the winner of the 2021 IF Design award for the slick, sustainable and adaptive design, which can be customized to fit with the airport's brand design and specific customer needs. The modular design also means enhancements and modifications can be made without replacing the entire kiosk, bringing added cost efficiency and sustainability benefits. SITA’s TS6 Kiosk can be used for check-in and bag tagging paving the way for a completely touchless, mobile passenger journey. The deployment at Frankfurt Airport represents SITA’s largest implementation in Europe. Dr. Pierre-Dominique Prümm, executive director, Aviation & Infrastructure at Fraport, said: "Offering passengers innovative, safer and smarter ways to travel while also ensuring we have resilient and efficient airport operations is vital as our industry recovers from the impact of the pandemic. SITA supports us in achieving this ambition, and we look forward to welcoming more passengers back to the skies." Sergio Colella, president, Europe, SITA, said: "We're proud to continue supporting leading airports such as Frankfurt in their recovery from the impact of the pandemic. Technology holds the keys to unlocking smarter and safer travel for all, recouping revenues lost during the past 18 months, and ensuring flexible operations that can adapt to the unforeseen circumstances of tomorrow. A more robust and sustainable air transport industry will benefit passengers, economies, and jobs." https://www.aviationpros.com/airports/airport-technology/press-release/21247153/sita-biometricenabled-kiosks-and-baggage-messaging-service-transform-frankfurt-airport Deadly crash doesn't mean firefighting at night is over DENVER — Nighttime aerial firefighting from a fixed wing plane is still a possibility in Colorado. Just not until after the National Transportation Safety Board (NTSB) concludes its likely year-long investigation into the crash on Tuesday in Estes Park. Mark Thor Olson died on Tuesday night when his single engine air tanker crashed at the Kruger Rock Fire in Estes Park. According to the Larimer County Sheriff's Office, Olson reported turbulent winds over the fire and was going to make one more pass before returning to the airport in Loveland. He crashed moments later. In May, the company that Olson worked for, CO Fire Aviation, demonstrated simulated air drops near a canyon in Larimer County. 9NEWS was there for that demonstration. So was Boulder County's Fire Management Officer, Seth McKinney. "I went into that demonstration with doubts. I've had previous experience with nighttime aviation, primarily helicopters, from working on fires in southern California, and wasn't terribly impressed," said McKinney. "The night vision, some of the concerns I had, had come a long ways." McKinney pointed to last year's Calwood Fire in Boulder, as an area where nighttime air drops from an airplane could help protect homes. "The niche use that I really saw was mostly down towards the wildland urban interface. Areas along Boulder, Boulder City Limits and Lyons. Those lower elevation fires, I think nighttime air tankers can still do some really good work," said McKinney. "The fixed wing, you've got forward speed and that's it," said Vince Welbaum, Aviation Unit Chief for Colorado's Department of Fire Prevention and Control. The state uses nighttime helicopter drops, but had not agreed to nighttime air tanker use. "Number one, we don't have the capacity for personnel to manage day and night operations. Number two, it's still cutting edge technology for the fixed wing side of things," said Welbaum. Showing off the technology was one reason why CO Fire Aviation did the demonstration in May. "We were actually looking into that as an option in the future, unfortunately with this incident, it has put us on a slow evaluation for the future," said Welbaum. "I certainly hope it's not the end," said McKinney. The NTSB investigation into the cause of the crash will take a year or more. The Oregon Department of Forestry contracts with CO Fire Aviation for daytime operations. The contract also allowed trial practice of nighttime air tanker drops. Future nighttime air tanker drops are now on hold in Oregon until the NTSB investigation is complete. "What I always tell my firefighters coming up is some of our greatest successes will stem from our greatest failures," said McKinney. "I'm really looking forward to a good investigation coming from this and seeing how we can learn from it." https://www.9news.com/article/news/local/next/deadly-crash-firefighting-night-plane-colorado/73-047829f1-f9c4-43f6-8820-636e14d566b9 FAA forced delay in 5G rollout despite having no proof of harm to aviation Two weeks ago, AT&T and Verizon reluctantly agreed to delay the launch of 5G on newly acquired C-band spectrum licenses for one month, until January 5, in response to the Federal Aviation Administration's claim that the new service could interfere with radio altimeters used in airplanes. Mobile carriers aren't alone in being frustrated by the delay. Telecom-industry observers point out that the Federal Communications Commission approved use of the C-Band spectrum from 3.7 to 3.98 GHz only after analyzing the aviation industry's interference claims and finding no evidence to support the claims. The FCC also required a 220 MHz guard band that will remain unused to protect altimeters from interference. That guard band is more than twice as big as the 100 MHz buffer initially suggested by Boeing, the FCC has said. Moreover, this spectrum is reportedly already being used for 5G in nearly 40 countries without evidence of the problems that US aviation officials are warning of. "Tick, tick, tick... US wireless leadership and national security await 'resolution' of unfounded concerns by FAA," former FCC Commissioner Mike O'Rielly tweeted yesterday. Verizon and AT&T dominated auction Verizon and AT&T dominated the C-band auction when the results were announced in February 2021, with Verizon's winning bids totaling $45.45 billion and AT&T's adding up to $23.41 billion. T-Mobile spent $9.34 billion on C-band spectrum, but is primarily using 2.5 GHz frequencies for its midband 5G deployment. The FCC issued the C-band licenses in July 2021. Verizon and AT&T have big plans for the C-band. They expect the 3.7-3.98 GHz spectrum to boost 5G networks with faster speeds than are provided on sub-1 GHz spectrum and larger coverage areas than are possible with millimeter-wave spectrum, which doesn't perform well with obstacles or long distances. The radio altimeters used to determine airplane altitudes rely on spectrum from 4.2 GHz to 4.4 GHz. The adjacent C-band was previously allocated to satellite service before the FCC repurposed it for cellular use. The band technically extends from 3.7 to 4.2 GHz, but the FCC limited cellular use to 3.98 GHz and below to create the 220 MHz guard band. FAA slammed for “new heights of irresponsibility” The FCC is the expert agency on spectrum interference, and some industry observers say that other US agencies have a history of claiming interference problems without good evidence. The "federal government's processes for addressing spectrum policy [are] severely broken," Harold Feld, a long-time telecom attorney and senior VP of consumer-advocacy group Public Knowledge, wrote in a lengthy blog post on the dispute last week. "Unhappy federal agencies that don't like the outcome of an FCC proceeding respond by undermining the FCC in the press and trying to wage proxy wars through allies in Congress. But the FAA's actions here take this behavior to new heights of irresponsibility and danger." Feld—a frequent critic of how telecom companies treat users—wrote that he sides with the wireless industry on this issue in part because the "FAA had a year to collect information on what altimeters were out there and start collecting data on whether 5G would cause harmful interference to any models, and what interference mitigation might be necessary to avoid any potential for harmful interference... Instead, the aviation industry (with the silent support of FAA) basically went for all or nothing. Every correspondence in the FCC record requests that the FCC prevent activation of 5G networks on any part of the C-Band until the aviation industry was satisfied that there was no potential risk of harmful interference." In some of the countries already using the C-band, "5G signals operate in spectrum adjacent to aviation equipment. US airlines fly in and out of these countries every day," the wireless industry group CTIA's president and CEO, Meredith Attwell Baker, wrote today. "If interference were possible, we would have seen it long before now. Nevertheless we've added a layer of protection in the United States, called a guard band, that is hundreds of times greater than the separation that exists between wireless and other critical spectrum users." FAA acknowledged no “proven” interference The FAA issued a November 2 bulletin that warned of "potential adverse effects on radio altimeters," but that bulletin acknowledged there have been no "proven reports of harmful interference," even in countries that allow 5G transmissions above the 3.98 GHz limit set by the FCC. "Many countries around the world are already deploying wireless networks in the bands from 3300-4200 MHz; some countries have implemented temporary technical, regulatory and operational mitigations, including temporary proximity and power restrictions, on wireless broadband networks operating in bands ranging from 3700-4200 MHz," the FAA wrote. "There have not yet been proven reports of harmful interference due to wireless broadband operations internationally, although this issue is continuing to be studied." The US has deployed wireless broadband in 3.65-3.7 GHz since 2007, the FAA noted. In its February 2020 decision to reallocate C-band spectrum, the FCC said the aviation industry's research was unrealistic and urged the industry to conduct more testing, saying that "further analysis is warranted on why there may even be a potential for some interference given that well-designed equipment should not ordinarily receive any significant interference (let alone harmful interference) given these circumstances." About 20 months later, in the bulletin issued this month, the FAA recommended that "radio altimeter manufacturers, aircraft manufacturers, and operators voluntarily provide to federal authorities specific information related to altimeter design and functionality, specifics on deployment and usage of radio altimeters in aircraft, and that they test and assess their equipment in conjunction with federal authorities." The FAA's new warning to the aviation industry also noted that the FCC first sought comment on using the C-band for mobile broadband in 2017. "The 5G C-band issue has been pending for YEARS... why are they only now looking at better standards for altimeters?" spectrum technology and policy consultant Michael Marcus, an engineer who spent over two decades working for the FCC, wrote on Twitter yesterday. Marcus also pointed to a July 2012 report by a White House advisory council that recommended "methodologies for spectrum management that consider both transmitter and receiver characteristics to enable flexible sharing of spectrum" because "receiver characteristics increasingly constrain effective and flexible spectrum usage." In other words: receivers should be designed well enough to protect themselves from interference from transmissions in other spectrum bands. The FAA told the FCC in December 2020 that it "expect[s] that the cost of replacement or retrofit of radar altimeters will be substantial." 200,000 base stations operating without problems CTIA told the FCC this month that the nearly 40 countries using this spectrum "have already adopted rules and deployed hundreds of thousands of 5G base stations in the C-Band at similar frequencies and similar power levels—and in some instances, at closer proximity to aviation operations—than 5G will be in the US. None of these countries has reported any harmful interference with aviation equipment from these commercial deployments." In Japan, "tens of thousands of 5G base stations have been deployed up to 4100 MHz—meaning there is just a 100-megahertz guard band between 5G operations and where radio altimeters operate," and there have been no claims of interference, CTIA wrote. "The US will have four times the guard band with this year's Phase 1 deployments (3700-3800 MHz), and two times the guard band following the full C-Band transition in 2023 (3700-3980 MHz)." In Europe, where 3.4-3.8 GHz is used, 5G has been deployed on "more than ten thousand base stations in more than 20 countries for up to three years at power levels substantially similar to US C-Band 5G levels, without harmful interference claims—including in the band segment where Phase 1 5G operations will launch in the U.S. this year (3700-3800 MHz)," CTIA wrote. CTIA criticized an October 2020 report by RTCA (formerly the the Radio Technical Commission for Aeronautics), writing that "at least two hundred thousand 5G base stations are already operating today in at least a dozen countries with technical rules and proximity to radio altimeter operations that the RTCA Report would suggest should be seeing harmful interference, yet no known reports of interference exist." Well-designed altimeters shouldn’t be affected Peter Rysavy, a wireless technology analyst with about three decades of experience, wrote that aviation-industry test results are apparently driven by altimeters that are "built to decades-old specifications" and lack adequate filtering. He continued: Well-designed equipment with reasonable filtering should not be adversely affected by other equipment operating in adjacent bands—or hundreds of MHz away. Based on the modeling assumptions RTCA and AVSI [Aerospace Vehicle Systems Institute] are using, other systems, even in the absence of 5G, would be interfering with altimeters today. For example, Navy radar, such as the AN/SPN-43 radar, operates in mid-band frequencies at extremely high power with ground transmitters pointing at aircraft in geographical areas where US planes operate. Such potential interference, however, has not been a problem in the real world. Rysavy also wrote that "France and Norway conducted specific flight tests of 5G coexistence with altimeters to determine if harmful effects might exist and found none." While Japan "imposed some mitigation measures" in the upper part of the C-band to protect altimeters, those limits apply "only in 4.0-4.1 GHz, with no restrictions below 4 GHz," the part of the spectrum allocated in the US, Rysavy wrote. Despite the seemingly large amount of evidence that C-band transmissions can safely coexist with altimeters, the aviation industry told the FCC this month that there is a "lack of necessary data in the FCC public record for the Aviation Community to make data-driven decisions on air safety." That letter was signed by Airbus, Boeing, Garmin, Honeywell, and over a dozen aviation industry trade groups. They said it will take them "many years to design and deploy the next generation of RAs [radio altimeters]" that can handle transmissions from 5G despite the 220 MHz guard band. 220 MHz is “double the minimum” suggested by Boeing Boeing told the FCC in 2018 that "band pass filters that are incorporated into radio altimeters... have limited ability to reject transmissions close to the edges of the 4.2-4.4 GHz band. As a result, relatively powerful mobile communications in the adjacent band could overload the radio altimeter receivers on aircraft, inhibiting their accurate operation." Boeing said that interference could come from transmissions in the upper part of the C-band. "In summary, it would not be possible to permit P2MP [fixed point-to-multipoint] transmitters or mobile base stations to operate in the 4.1-4.2 GHz band because of the interference that would result to radio altimeter receivers on aircraft," Boeing wrote. Boeing's reference to 4.1-4.2 GHz transmissions seemed to indicate that a 100 MHz guard band would be sufficient. The FCC said that the 220 MHz guard band it adopted "is double the minimum guard band requirement discussed in initial comments by Boeing and ASRC [Aviation Spectrum Resources]." FCC poked holes in aviation industry study Aviation industry concerns were detailed by AVSI in an October 2019 study. Garmin cited AVSI's research in an FCC filing this week, saying it showed altimeters "subjected to simulated 5G interference sources" output misleading data on a plane's height above the ground, and this incorrect data "would not be able to be detected by downstream safety-critical systems that enable safe operation of aircraft in all weather conditions." The FCC found that AVSI's report "does not demonstrate that harmful interference would likely result under reasonable scenarios (or even reasonably 'foreseeable' scenarios to use the parlance of AVSI)." The FCC summarized the AVSI study as follows: AVSI's study simulated an aggregate 5G emission for various amounts of allocated spectrum and measured the received power level at which the accuracy of height measurements exceeds certain criteria. In one scenario, AVSI modeled a worst-case scenario with an aircraft altimeter operating at 200 feet AGL [Above Ground Level], with numerous other altimeters nearby creating in-band interference and aggregate base station emissions across the 3.7 to 4.0 GHz band. The preliminary results show that there may be a large variation in radio altimeter receiver performance between different manufacturers. T-Mobile hired consultancy firm Alion to conduct an analysis of the AVSI study. The FCC generally agreed with T-Mobile and Alion's conclusions, pointing to Alion's finding that "AVSI's analysis identified levels of interference where performance degradation occurred, but did not investigate whether these levels would occur in any reasonable scenario." Moreover, "two of the initial altimeter types failed due to interference from other altimeters and the scenario had to be adjusted," and the simulated emissions in the AVSI study "would not comply with the emission limits for virtually any services associated with a base station or fixed station governed by FCC rules." The 220 MHz guard band and "technical rules on power and emission limits we set for the 3.7 GHz Service" are enough to prevent problems, the FCC found. The FCC's two Democrats voted against the February 2020 C-band order—but not because of interference concerns. "We force C-band auction winners to pay nearly $10 billion to incumbent satellite operators over and above their relocation costs" without citing "any legal authority or precedent that allows us to do so," Commissioner Jessica Rosenworcel said at the time. Rosenworcel is now FCC chairwoman, and she oversaw completion of the auction and the FCC process for distributing the spectrum licenses. Does physics work differently in the US? Feld wrote that "the technical evidence on which the FAA bases its interference concerns have a lot of problems—not least of which [is] that about 40 other countries operate similar 5G deployments in the same C-Band without any interference showing up. Either physics works differently in the US, or the report at the center of this controversy needs to explain why this hasn't shown up in any other country where deployments are either authorized or have already taken place. What is worse, the FAA has basically been playing 'chicken' with the FCC by failing to turn over needed information to verify the report or replicate the results until literally the day before FAA staff leaked the 'planes are gonna fall out of the sky' story to the Wall Street Journal," Feld continued. Feld was referring to this WSJ article that previewed the FAA's warning to pilots and airlines. The October 29 article was published one day after "AVSI finally provided to the FCC documents to back up its now 1-year old study on potential interference," Feld wrote. "Unfortunately, because AVSI used the procedure for filing proprietary documents, there is no way to evaluate [this] filing." The aviation industry last week asked for a longer delay to the carriers' deployment, calling on the National Economic Council "to work with the FCC and FAA to convene a joint industry working group and continue to delay the deployment of 5G technologies in this band until the safety and efficiency of the NAS [National Airspace System] is ensured." FAA says altimeters will be updated (eventually) One of the latest developments came Tuesday when FAA Administrator Steve Dickson talked to reporters. Bloomberg paraphrased Dickson as saying that "flight restrictions may be needed as air carriers adjust to 5G signals that could interfere with navigation electronics." But Dickson also said the FAA was having "very productive discussions" with the FCC "and we will figure this out... It remains to be seen what mitigations—whether it's adjustments to [5G] deployment or actions that we need to take in the aviation sector—what those will look like." Dickson said the FAA is considering changes to radio-altimeter standards. Bloomberg wrote: Dickson said for the first time that the FAA is looking at updating the standards for the devices known as radio altimeters, which use signals to determine a plane's altitude above the ground. "There's going to be new standards developed for radio altimeters," Dickson said. "What that looks like in terms of retrofits remains to be seen." One issue is that older radio altimeters may be more vulnerable to interference, so improving them might prevent the interference. FAA: Comparing to other countries is “apples-to-oranges” Roger Entner of Recon Analytics called out the aviation industry on Monday, asking why US airlines are "still flying into and out of" countries already using this spectrum for 5G and why Boeing hasn't grounded planes. "One would think a signature company like Boeing (which has had its own series of preventable plane crashes because it chose not to disclose critical safety problems to airline safety authorities around the world) would be proactively working with aviation regulators in all 40 countries to ground its planes. But that's not happening," he wrote. In a November 3 Senate Commerce, Science, and Transportation Committee hearing, Dickson was asked why about 40 other countries are using the spectrum without problem. "The use of that spectrum in terms of power levels and specific deployment locations is different in different parts of the world so it's a bit of an apples-to-oranges comparison," Dickson said, without explaining the specific differences. However, he said that aviation safety and 5G "can coexist and we are working very closely with the FCC. We have had recent engagement with the telecom companies and we will figure this out so 5G and aviation safety can coexist." "I do anticipate there will be some modifications over time that will need to occur to some of these avionics," Dickson said. "But in the short term we are working closely with the telecom industry and FCC so that 5G deployment can occur." When contacted by Ars today, the FCC did not answer our specific questions, but the agency provided a general statement on the dispute. "Upholding public safety is a top priority for the FCC under the law," an FCC spokesperson said. "We remain committed to ensuring air safety as the agency's successful track record demonstrates, while moving forward with the deployment of new technologies that support American business and consumer needs." Rosenworcel told reporters in a press conference that she is confident the dispute can be resolved, "but I have no further details to share with you at this time." https://arstechnica.com/tech-policy/2021/11/faa-forced-delay-in-5g-rollout-despite-having-no-proof-of-harm-to-aviation/ New Technology Boosts Accident Investigation Studies at Embry-Riddle Acquiring a state-of-the-art laser scanner known as the FARO Focus S70, the Daytona Beach Campus of Embry-Riddle Aeronautical University has opened up a whole new digital approach to accident investigation for College of Aviation (COA) students — and provided them with experience not offered at other schools. “Traditional accident survey/documentation techniques include time-consuming methods and several pieces of equipment such as measuring tapes, inclinometers, digital cameras, GPS units and other devices,” said Anthony Brickhouse, associate professor in the Applied Aviation Sciences Department. “Though these methods will never be fully replaced, it is imperative that future investigators be armed with new knowledge and technology. Being able to expose Embry-Riddle students to the digital FARO system will give them an advantage over graduates from other universities.” Using the scanner allows investigators to produce 3D recreations of crash sites. At Embry-Riddle, virtual reality goggles will be used in the Extended Reality Lab to allow students to investigate accident scenes in a fully immersive environment. Physical models of the wreckage could also be produced using a 3D printer. “The power of this scanner and software are amazing,” said Brickhouse. “It is not only an outstanding teaching tool. It also represents a great opportunity for research at the graduate and undergraduate level.” Embry-Riddle’s Prescott Campus has used a FARO scanner since 2019, and two Prescott students have already been awarded internships at the National Transportation Safety Board based on their FARO knowledge and experience. Paris Wyatt, an undergraduate at the Daytona Beach Campus in Aerospace and Occupational Safety, has earned her scanner certification and is certain it will help her as he heads toward the job market. “Throughout my studies, we have talked about the FARO scanner, but I wasn't able to get a full understanding of it until I got hands-on experience,” Wyatt said. “As I am continuing my studies, having that knowledge of what the scanner does and being able to work on the software and scanning really helps my understanding of how investigators work on accident investigations.” https://news.erau.edu/headlines/new-technology-boosts-accident-investigation-studies-at-embry-riddle Lockheed Martin-Sikorsky Unveils New Flight Simulator A partnership between Lockheed Martin, Sikorsky and Boeing is aiming to usher in the future of military aviation. The teams have also recently unveiled new facilities in Huntsville that are integral in helping create their final product. The Sikorsky facility is now home to a simulation of both the Defiant X and Raider X rotorcraft. The Huntsville Business Journal was invited to test out Sikorsky’s Portable Full Mission Simulator and the experience the technology first hand with the help of Chris Downey from Boeing and Jay Macklin of Sikorsky. “You have twice the speed, twice the range and twice the carrying capacity without having to sacrifice anything that the current Black Hawk has,” said Downey. During the simulation, the Defiant X aircraft was able to reach speeds of 240 knots. Future pilots will now be able to use this simulation to train in flying the new helicopter. Jay Macklin explained why the simulator was so important to develop. “Being able to do rehearsals in a simulation is absolutely incredible. The Army’s aviators go through flight school and we really think that the pilots will be able to experience this simulator pick up on it very quickly and it doesn’t require any extra training.” Macklin also elaborated as to why it was important to build the facility and test simulator in Huntsville over any other city. “We’re right in the backyard of Redstone Arsenal. It’s important to be close to our Army customer, so they can be here and work closely with us in developing this aircraft and this technology moving forward.” The Lockheed Martin Sikorsky facility in Cummings Research Park houses around 100 employees dedicated to various military aviation programs. Sikorsky hopes that the Defiant X, along with another prototype called Raider X, will named as the successor to the current “Black Hawk.” The current helicopter was also made by Sikorsky and has been the standard of military aviation for the past 40 years. A decision from the Army should be made by this summer. Together, Lockheed Martin Sikorsky and Boeing have provided over 90 percent of the Army’s current military rotorcraft which have totaled more than 15 million flight hours. Both the Defiant X and Raider X are both part of a program from the Department of Defense called FVL or Front Vertical Lift. FVL will replace all helicopters and rotorcraft within the Department of Defense. https://huntsvillebusinessjournal.com/news/2021/11/19/lockheed-martin-sikorsky-unveils-new-flight-simulator/ RAF and Zero Petroleum conduct first flight using ‘only’ synthetic fuel The British Royal Air Force (RAF), alongside its commercial partner Zero Petroleum, has completed the first flight using entirely synthetic aviation fuel. During the short test flight, an unmodified Ikarus C42 microlight aircraft powered by Zero Petroleum’s synthetic UL91 fuel was flown by RAF head flight test pilot group captain Peter Hackett. The aircraft, which was fitted with Rotax 912UL 4-cylinder air-cooled unmodified engine, took off from Cotswold Airport in Cirencester, UK. The flight was conducted as part of RAF’s Project MARTIN, an initiative to reduce carbon emissions. Prior to the maiden flight, the UL91 fuel was tested rigorously with aircraft overhaul and repair facility ‘CFS Aero’. The latest Project MARTIN innovation can save 80%-90% of carbon per flight and proves that synthetic fuel can also increase engine lifespan. It also supports RAF’s vision to use synthetic fuels in powering future fast jets. Furthermore, it highlights the UK Ministry of Defence’s (MoD) solution-based approach to address challenges related to climate change. Working towards the government’s goal of achieving net-zero emissions by the year 2050, the British Air Force seeks to have its first net-zero airbase by 2025. It also aims to achieve its net-zero force goal by 2040. UK Defence Procurement Minister Jeremy Quin said: “This is a world-first ‘innovation’. It shows the determination of UK Armed Forces to drive forward creative ideas on net-zero alongside meeting operational commitments. “Whilst green technologies like electric and hydrogen power generation are viable for many RAF platforms, high-performance aircraft require a liquid fuel alternative, like the UL91, to maintain operational capabilities.” The UL91 fuel is manufactured by extracting hydrogen from H₂O and carbon from atmospheric CO₂. Zero Petroleum CEO Paddy Lowe said: “We are particularly proud of the fact that our high-grade aviation gasoline ZERO SynAvGas was developed in just five months and ran successfully in the aircraft as a whole-blend without any modification whatsoever to the aircraft or the engine. “The engine manufacturer Rotax’s measurements and the test pilot’s observations showed no difference in power or general performance compared to standard fossil fuel.” https://www.airforce-technology.com/news/raf-zero-petroleum-flight-use-synthetic-fuel/ NASA Invites Media to SpaceX’s 24th Cargo Launch to Space Station Media accreditation is now open for SpaceX’s 24th cargo resupply mission for NASA to the International Space Station. Liftoff of the cargo Dragon spacecraft on a Falcon 9 rocket is targeted for late December from Launch Complex 39A at NASA’s Kennedy Space Center in Florida. Media prelaunch and launch activities will take place at Kennedy. Media wishing to take part in person must apply for credentials at: https://media.ksc.nasa.gov International media residing in the United States must apply by Tuesday, Nov. 23. U.S. media must apply by Monday, Nov. 29. For questions about accreditation, please email: ksc-media-accreditat@mail.nasa.gov. For other questions, please contact Kennedy’s newsroom at: 321-867-2468. Credentialed media will receive a confirmation email with the latest COVID-19 guidelines. If you have special logistical requests such as space for satellite trucks, tents, or electrical connections, please email Allison Tankersley at: allison.p.tankersley@nasa.gov by Monday, Dec. 13. Para obtener información sobre cobertura en español en el Centro Espacial Kennedy o si desea solicitar entrevistas en español, comuníquese con Antonia Jaramillo at: antonia.jaramillobotero@nasa.gov or (321) 501-8425. The cargo Dragon will deliver a variety of investigations to the space station, including a protein crystal growth study that could improve the delivery of cancer treatment drugs; a handheld bioprinter that will test technology that could one day be used to print tissue directly on wounds to accelerate healing; experiments from students at several universities as part of the Student Payload Opportunity with Citizen Science (SPOCS) program; and an investigation from the makers of Tide that examines detergent efficacy in microgravity. Cargo resupply by U.S. companies significantly increases NASA's ability to conduct more investigations aboard the orbiting laboratory. Those investigations lead to new technologies, medical treatments, and products that improve life on Earth. Other U.S. government agencies, private industry, and academic and research institutions can also conduct microgravity research through our partnership with the ISS National Laboratory. Humans have occupied the space station continuously since November 2000. In that time, 249 people and a variety of international and commercial spacecraft have visited the orbital outpost. It remains the springboard to NASA's next great leap in exploration, including future missions to the Moon under Artemis and eventually Mars. For more information about cargo resupply missions: https://go.nasa.gov/3Hv6iBI https://www.nasa.gov/press-release/nasa-invites-media-to-spacex-s-24th-cargo-launch-to-space-station Curt Lewis