August 29, 2022 - No. 35


In This Issue 

: Firefly Aerospace targets Sept. 11 for second Alpha rocket launch

: Marshall, Mountwest officially open Aviation Maintenance Technology program (WV)

: Ghana Bans Delta 767 Over Maintenance Snags

: CubeSat on Artemis I Uses Georgia Tech Propulsion System

: Aviation industry considers bill for hydrogen upgrades

: Business Aviation Workhorse Engine Marks Its 50th Birthday

: Airbus Partners With India’s GMR Group To Train Future Aviation Engineers

: POSITION: Senior Lecturer / Lecturer in Computational Fluid Dynamics

 

 


Firefly Aerospace targets Sept. 11 for second Alpha rocket launch

The company finished an engine static fire test as it recovers from a 2021 booster failure.

Firefly Aerospace finished a static fire test of its small satellite launcher Wednesday (Aug. 17) and set a launch date for the Alpha rocket's second attempt to reach orbit for Sept. 11.

"Alpha Flight 2 is ready and headed #ToTheBlack. Stay tuned for more updates," the company wrote in a tweet(opens in new tab), along with footage of the rocket's engines successfully firing.

Firefly's Alpha rocket first launched nearly a year ago, on Sept. 2, 2021, blasting off from Vandenberg Space Force Base. Following a premature engine shutdown, the rocket exploded in a fireball 2.5 minutes after launch. 

The company later said later said the shutdown of one of the rocket's four main engines was caused by an electrical issue during the launch. Range controllers then detonated the rocket for safety reasons, as the booster was moving out of control.

Alpha is an expendable rocket designed to send 2,200 pounds (1,000 kg) of payload into low Earth orbit, according to Firefly's specifications page(opens in new tab). It is aiming squarely at the small satellite launch market against several competitors.

Also working in this arena are Rocket Lab, which has been sending small payloads to space with its Electron booster since 2018; Virgin Orbit, which now has four missions completed successfully; and Astra, which recently shut down production of its Rocket 3.0 rocket line following several failures and plans to focus on the development of a bigger booster.

Alternatively, small satellites can hitchhike on larger rockets like SpaceX's Falcon 9, but small companies like Firefly say that a rocket dedicated to launching small satellites provides better launch timing and orbital insertion flexibility.

While working on Alpha development, Firefly has been busy with other projects. 

Earlier in August, Firefly and Northrop Grumman announced they will create a new first stage for Northrop Grumman's Antares rocket and co-develop a new medium-lift booster for the future. (The move is to eliminate Northrop Grumman's dependency on Russian engines for Antares, amid Russia's invasion of Ukraine.)

Firefly is also developing a medium-lift rocket named Beta, a Space Utility Vehicle for use in orbit, and a moon lander called the Blue Ghost.

https://www.space.com/firefly-aerospace-alpha-rocket-september-11-launch-date

 


 

 


Marshall, Mountwest officially open Aviation Maintenance Technology program (WV)

U.S. Sen. Shelley Moore Capito, representatives of Marshall University and Mountwest Community and Technical College, and other dignitaries cut the ribbon on the new Aviation Maintenance Technology (AMT) program’s facility at Huntington Tri-State Airport today.

“This program was made possible by the collaborative relationship between Mountwest and Marshall,” said Dr. Joshua Baker, president of Mountwest. “Each institution made valuable contributions that will develop our economy and workforce and create great careers for students.”

“Today marks a history-making event,” Marshall President Brad D. Smith said. “The launch of this degree program means students will receive support and their degrees from both Marshall and Mountwest. How exciting that we have partners and allies who are working across boundaries and barriers to find solutions and answers.”

The event was also highlighted by the announcement of a new partnership with the Embraer Foundation, a non-profit created by Embraer, who provided a financial contribution. The gift will, among other things, provide tool kits for students to use in their coursework. This grant represents one of six education partnerships with schools with similar technical programs. Marshall’s is believed to be the largest thus far.

“Education has always been at the root of Embraer’s culture and serves as the foundation of our social investment strategies abroad and in the United States. In particular, we are committed to inspiring aviation through workforce development and educational partnerships like Marshall University’s new Aviation Maintenance Technology program,” said Monica Newman McCluney, head of the Embraer Foundation. “Aviation is a robust, high growth industry and the incoming students at Marshall University have the opportunity to greatly contribute to the future of flight. We celebrate the university, as well as the students, and are proud to be part of this journey.”

“Thank you so much to the Embraer Foundation for their support of our students,” said Jim Smith, director of the AMT program. “The investment in tools can be cost prohibitive for some students, and if we can help them at the beginning of their studies, it will benefit them while they complete their degrees and as they begin their careers.”

Brad D. Smith echoed the thanks. “The Embraer Foundation is demonstrating such good corporate citizenship by helping our students in this way,” he said.

Embraer joins other corporate sponsors of the AMT program, such as Delta Tech Ops, which is the maintenance training division of the nation’s second largest air carrier. Delta will provide parts, industry best practices and other expertise to the program.

The AMT program, which offers a two-year Associate of Applied Science degree, represents a partnership between Marshall and Mountwest. The first class began their studies at Mountwest earlier this month.

https://www.marshall.edu/news/2022/08/25/marshall-mountwest-officially-open-aviation-maintenance-technology-program/

 

 


Ghana Bans Delta 767 Over Maintenance Snags

It’s not often another country takes action against a major U.S. airline over maintenance issues, but the African country of Ghana has banned a Delta Boeing 767-300, just one, from its airspace. According to OneMileataTime, the 26-year-old widebody, N195DN, had an unusual spate of maintenance snags, most of them involving the daily service from New York to Accra, and when the Aug. 13 flight had to return to the gate in New York with a minor issue, and two-hour delay, the Ghanaians had had enough. “With immediate effect, Delta Air Lines is being advised not to dispatch the B767-332 with registration number N195DN for flights to Accra,” the Ghana Civil Aviation Authority said in a statement.

The trouble with N195ND started with the cancellation of the July 24 flight on a different 767, due to crew shortages. The cancellation made the news in Accra because passengers complained about Delta’s handling of the issue. The airline brought in N195ND the next day as a replacement but it had to turn around about two hours out because of a fuel imbalance. The plane was back in Ghana Aug. 1 and the flight to New York had to be cancelled for a mechanical issue. It stayed in Accra for three days before being ferried to Atlanta. The Aug. 13 delay sealed the old Boeing’s fate in the eyes of the Ghanaians, and presumably Delta dispatchers are making the necessary arrangements.

https://www.avweb.com/aviation-news/ghana-bans-delta-767-over-maintenance-snags/

 


CubeSat on Artemis I Uses Georgia Tech Propulsion System

We Are Going: Georgia Tech team develops propulsion system of CubeSat onboard Artemis I. 

All eyes will be on the sky as NASA’s Artemis I mission launches from the Kennedy Space Center in Florida. Georgia Tech David Lewis Professor of Space Systems Technology, Glenn Lightsey, and his team developed the propulsion system for the small satellite BioSentinel that will be onboard the Space Launch System (SLS) megarocket.

Artemis I is the first in a series of NASA missions that aims to return humans to the moon, including the first woman and person of color. It’s also the first integrated test of NASA’s deep space exploration systems including the Orion spacecraft. During the 42-day mission, the Orion spacecraft will travel around the moon and earth in a figure eight route, on a free return trajectory to earth. During the mission, Orion will deploy ten CubeSats, each with their own specific mission.

AE alumnus Terry Stevenson (PhDAE‘18) and Matt Sorgenfrei, both aerospace engineers at NASA Ames Research Center, worked with Lightsey to develop the propulsion system for BioSentinel. The 6U CubeSat will carry two strains of yeast to understand the impact of deep space radiation on living organisms. It is the same yeast used in bread and beer. One strain of the yeast is commonly found in nature and the other has trouble repairing DNA. “It’s about survival in space and radiation damage, specifically DNA strand breaks. We don’t know how organisms will be affected by deep space radiation beyond the earth’s orbit,” Lightsey said. According to NASA, BioSentinel will be the first long duration biology experiment to take place beyond where the space station orbits near earth. When the satellite is past earth’s protective magnetic field, scientists will begin experiments remotely, activating two strains of the yeast at different points in time during the mission. Miniature propulsion systems allow these small satellites to accomplish their missions. Since BioSentinel’s propulsion system makes the spacecraft maneuverable, they will use it to point the antenna to earth where researchers will communicate with the satellite and collect data which will be transmitted back to earth.

In 2013, a couple of undergrad students working with Lightsey at the University of Texas approached him about making a maneuverable propulsion system. “If it isn’t maneuverable, you’re basically launching an inert box into space, and once it gets into orbit, it’s going to drift around like a piece of space debris, and you don’t have any control over it. So, we needed a smaller propulsion system that would make the spacecraft maneuverable, about the size of a brick. No one had built a thruster that small before,” Lightsey explained.

Lightsey’s team decided they needed to 3D print the tank and the structure of the propulsion system because additive manufacturing enables you to create complex shapes that you wouldn’t be able to manufacture using other methods. “The propulsion system is made of a material called Accura Bluestone, an additively manufactured ceramic-like resin that can be 3D-printed in a wide range of shapes and sizes. The material is space-rated, meaning that it will work in the harsh environment-temperature and vacuum-of space,” Lightsey added.

BioSentinel
NASA was aware that Lightsey was researching additively manufactured propulsion systems for small spacecraft and in 2015 they approached him and his team about building the propulsion system for BioSentinel. After it was delivered to NASA in 2017, the propulsion system went through a series of stringent and lengthy tests at the Glenn Research Center in Ohio and was given the green light for flight.  

The work on BioSentinel’s propulsion system led to Georgia Tech Space Systems Design Laboratory’s work on the Lunar Flashlight Propulsion System, which is tentatively scheduled to launch in early 2023. This represents a more advanced propulsion system technology from BioSentinel. Lunar Flashlight requires more complex and advanced maneuvers. “We went with a monopropellant, a molecule that decomposes through a chemical process. The decomposition elicits an exothermic reaction and creates a lot of heat. The energy comes from the molecules instead of just the thermodynamic expansion of gas. We’re breaking molecules apart and releasing the energy in those molecules,” Lightsey explained. This model results in a completely different design. The 3D printing was done in metals, specifically using a laser sintered powder metal process.

Research Leads to Better Aerospace Access for Universities:
For 25 years, miniaturizing spacecraft has been a focus of Lightsey’s research because making spacecraft smaller provides more access to space, particularly for universities. “In the early 2000’s, there weren’t a lot of space missions because launching anything into space was expensive,” Lightsey asserted. “Our program at Georgia Tech is launching at least a satellite a year now, which is in part or totally built by AE students. They are getting experience in designing, building, and flying a mission, and this has just come about in the last ten years. With miniaturization, this is all possible. It is now a part of Georgia Tech’s curriculum, and students can graduate with that experience.”

https://ae.gatech.edu/news/2022/08/cubesat-artemis-i-uses-georgia-tech-propulsion-system

 


Aviation industry considers bill for hydrogen upgrades

The degree to which tax payers, airports, fuels producers, and airlines should shoulder the cost of upgrades is an open debate. [aappp / Shutterstock.com]
  
The EU aviation sector is gearing up to roll out electric and hydrogen planes, which manufacturers predict will hit markets by 2035. But who should pay for the costly infrastructure upgrades needed to service these aircraft is a controversial question for the industry.

While electric aircraft are not expected to need major infrastructural changes to recharge, hydrogen production, transport, and storage pose a more significant challenge.

Hydrogen must be kept at extremely low temperatures to remain in liquid form: around -252 degrees Celsius. It is also more voluminous than kerosene, meaning sizeable storage facilities will be necessary.

For e-planes, the recharging proposition is more straightforward: In addition to electric charging connections, airports will likely store batteries on-site, allowing airlines to swap out the spent battery for a charged one immediately, shortening turnaround time.

These storage demands come on top of the capacity needed to house kerosene and EU-mandated green jet fuels, which will still be in use up to 2050 at least.

The total cost for refurbishing airports across the bloc is expected to run into the billions.

EU lawmakers have proven hesitant to propose binding hydrogen and electric charging facility targets for airports, given the lack of certainty over how the technology will develop. Instead, they have left it to member states to develop their own infrastructure plans for clean aviation.

Splitting the bill
The degree to which taxpayers, airports, fuel producers, aircraft manufacturers, and airlines should shoulder the cost of upgrades is an open debate.

The airline lobby group A4E has floated the idea of using funds from the EU’s Connecting Europe Facility, which supports cross-border transport connections in the bloc. However, it remains to be seen if this will win political support.

While airports are obvious candidates to put up the necessary capital expenditure, airlines are pushing for greater regulatory oversight of investments, fearing that airport charges will increase significantly.

Plane operators currently pay to use airports through take-off and landing charges, which are regulated under the EU’s Airport Charges Directive. But an expensive infrastructure upgrade will inevitably increase costs as the airport seeks to recoup its investment.

“The Airport Charges Directive in its current form doesn’t really have enough teeth to make sure that these investments are scrutinised, sized and costed properly. And you could end up in a situation where large costs are passed on to airlines and by extension to passengers through airport charges,” an A4E spokesperson told EURACTIV.

In emailed comments, ACI Europe, a major trade association representing airports, told EURACTIV that industry investments should be supported through incentives, with risk reduced through “consistent and stable” policies.

The spokesperson added that a “wide-ranging conversation” is needed with aviation stakeholders to ensure the right policy measures are put in place to make hydrogen-powered flight a reality.

Airbus, the world’s largest aircraft manufacturer, has pledged to bring a hydrogen-powered aircraft to market by the middle of the 2030s.

The Toulouse-based manufacturer told EURACTIV that it sees itself a “facilitator” of the move to hydrogen. The company has already signed a number of agreements with aviation industry players – from engineering companies to hydrogen producers – to prepare for the introduction of the novel aircraft.

This includes a memorandum of association with ACI Europe, signed in June, to collaborate on the technical standards for the new charging and refuelling infrastructure.

“We want to bring together all the key players around the same table to ensure we have the necessary infrastructure in place to bring our zero-emission aircraft to market by 2035,” an Airbus spokesperson told EURACTIV.

Earlier this year, airbus announced plans to trial a hydrogen-powered jet engine by 2026. By 2028, airlines will be able to make a down payment to acquire them. And by 2050, it is foreseen that some 75% of aircraft globally will use the clean technology currently under development.

https://www.euractiv.com/section/aviation/news/aviation-industry-considers-bill-for-hydrogen-upgrades/

 


Business Aviation Workhorse Engine Marks Its 50th Birthday

Honeywell’s TFE731 turbofan helped define the business jet category in the early 1970s.

The Dassault Falcon 900 is among many business jets powered by Honeywell TFE731 turbofans. [Shutterstock]

Coming up with the right analogy to describe Honeywell’s (NASDAQ: HON) TFE731 engine can turn into a parlor game. You could say the widely used turbofan is the Lycoming O-320 of the jet world, or perhaps it is more akin to the -540 series.

If a vintage-car buff entered the conversation, the TFE731 would certainly be the Chevrolet small-block V-8 of aviation.

Like those piston powerplants, the TFE731 has been an industry workhorse for decades. Indeed, the engine turns 50 this summer. Following certification in August 1972, it entered production the following month into what some might call a perfect storm in the aviation market.

Lear, Dessault, and Cessna
The business jet segment arguably was born in the 1960s with the introduction of the Lear 23. But by the early 1970s, it was coming of age rapidly as demand for private and corporate jet travel boomed. The TFE731, then built by Garrett AiResearch, arrived just in time to power a number of definitive new aircraft, including the Lear 35, Dassault Falcon 50, and the upgrade to the Cessna Citation line, the Model 650 or Citation III. FLYING’s pages in the June 1975 issue featured a report on the Falcon 10 highlighting the TFE731—and Ziff Davis Publishing awarded the turbofan the “Aviation Product of the Year” prize for 1975.

Today, Honeywell continues to manufacture variants of the engine for new aircraft as well as those in the aftermarket, such as the Gulfstream 150, Dassault Falcon 900, and Bombardier Learjet 70/75. It remains a stalwart of the midsize jet segment that forms the backbone of business aviation. Honeywell says 13,000 TFE731s have been produced and about 9,400 are still in service. Together, they have logged 108 million flight hours.

Geared, Twin-Spool Turbofan Design
Honeywell says the engine stands out historically because it was designed for business aviation, unlike earlier engines that had been adapted from military aircraft. The TFE731 was intended to boost fuel economy and range while cutting noise pollution, which was a major hurdle for early business jets. Its geared, twin-spool turbofan design developed from the TSCP700 auxiliary power unit used in the McDonnell Douglas DC-10 airliner.

Honeywell says the TFE731-2 engines built in the early 1970s generated 3,500 pounds of takeoff thrust and cut fuel consumption by 30 to 40 percent compared with other competing engines. The latter enabled transcontinental flight, which was a major selling point. Though Learjet and Dassault were the launch customers for the new engine, more manufacturers—including Lockheed (NYSE: LMT), Cessna (NYSE: TXT), Israel Aerospace Industries, and Raytheon/Hawker Beechcraft (NYSE: RTX)—soon began using it. The military engine also found its way into training aircraft, including the CASA 101 and AIDC AT-3.

Honeywell says the engine has received 34 aircraft type certifications and has been produced in 80 configurations. The engine continues to evolve, with the latest version, the TFE731-60, rated at 5,000 pounds of takeoff thrust, and flown on the Falcon 900EX.

https://www.flyingmag.com/business-aviation-workhorse-engine-marks-its-50th-birthday/

 


Airbus Partners With India’s GMR Group To Train Future Aviation Engineers

The engineering program is set to commence this year.

Airbus is ready to train India’s future aviation engineers by joining hands with the country’s leading aviation infrastructure developer, the GMR Group. The collaboration is expected to help supply the skilled workforce that India would need in the coming years as it grows to become the world’s third-biggest aviation market.

The partnership
Airbus has partnered with the GMR Group to provide a fully integrated Aircraft Maintenance Engineer (AME) licensing program to young candidates to fulfill India’s requirement for trained aviation engineers in the future.

According to the Airbus Global Market Forecast 2022, India will require some 45,000 new aircraft technicians over the next 20 years. With a rapidly evolving aviation ecosystem, India’s air traffic is set to see significant growth. To cater to the emerging demand and support the industry, there is a need for skilled professionals. And the partnership will help create a talent pool for engineering and maintenance solutions.

Ashok Gopinath, CEO, GMR Aero Technic, said,

“We are glad to have Airbus as our knowledge partner in this venture, that will also further the cause of ‘Mission Skill India’”

Rémi Maillard, President and Managing Director, Airbus India & South Asia, also commented:

“The partnership with GMR represents a significant deepening of MRO capabilities in India that are required to match the tremendous future demand for such services from the domestic aviation industry. Airbus will continue to contribute to the development of India’s wider aerospace ecosystem, including enhancing its manufacturing and services capabilities through its industrial footprint.”

About the program
GMR will provide the fully integrated Aircraft Maintenance Engineer (AME) licensing program at the GMR School of Aviation in Hyderabad. The four-year course will include two years of classroom training and a two-year training in maintenance, repair, and overhaul (MRO) at GMR Aero Technic in Hyderabad, followed by aircraft type training.

The program aims to train engineering talents for India's future aviation needs. 
Airbus will chip in to provide the necessary software and courseware in the form of trainee handbooks, examination database, online access to Airbus customized basic training modules, and Airbus Competence Training (ACT) for the Academy media package, which is the technical training material required for the courses.

In addition, the planemaker will also provide training to GMR instructors and assess the training center. The program will commence this year.

Push for MRO hubs in India
There have been several developments lately to bring India up to speed as far as MRO is concerned. Last year, India’s Civil Aviation Minister Jyotiraditya Scindia discussed several changes the government wishes to bring about in the MRO business sector.

The Indian government is keen on establishing multiple MRO hubs in India. Photo: Getty Images
Some of the proposed changes included leasing land through open tenders, allocating land for MRO for 30 years instead of the current 3 to 5 years, and removing the 13% turnover royalty charged by the Airports Authority of India. India only holds a tiny 2.5% share of the mammoth $80 billion global aircraft maintenance industry and sends most of its airplanes to the Middle East and the South-East Asian region.

With new talents being trained and the government pushing to create maintenance hubs in the country, India could also look to become a significant player in this sector.

https://simpleflying.com/airbus-and-gmr-group-to-train-indian-aviation-engineers/

 


POSITION:  Senior Lecturer / Lecturer in Computational Fluid Dynamics

Go to CRANFIELD UNIVERSITY 
Recruiter CRANFIELD UNIVERSITY
Location Cranfield, United Kingdom
Salary£45,751 to to £61,942 per annum
Posted29 Aug 2022
End of advertisement period30 Sep 2022
Ref4214
Academic DisciplineEngineering & Technology, Mechanical & Aerospace Engineering
Job TypeAcademic Posts, Principal / Senior Lecturers / Associate Professors, Lecturers / Assistant Professors
Contract TypePermanent
HoursFull Time

School/Department School of Aerospace, Transport and Manufacturing
Based at Cranfield Campus, Cranfield, Bedfordshire
Hours of work 37 hours per week, normally worked Monday to Friday. Flexible working will be considered. 

Contract type Permanent
Salary Lecturer: Salary level 6 – starting salary in the range £45,751 to £50,798 per annum, with potential progression to £63,059 per annum. Senior Lecturer: Salary level 7 - range £55,753 to £61,942 per annum.
Apply by 30/09/2022

Role Description 

A great opportunity to join a team with a track record and success in CFD teaching and research. We welcome applications for this exciting new Lecturer / Senior Lecturer post from passionate, prospective candidates with backgrounds in Computational Engineering and or Mathematics.

About the Role

Due to an expanding portfolio, the CES centre is looking for a new Lecturer /Senior Lecturer in Computational Fluid Dynamics (CFD) to join this growing and enthusiastic team. You will contribute to the development and delivery of our high-quality master’s programmes and Continuing Professional Development. You will of course be involved in bidding for, leading and delivering high-quality research and consulting within the field of Computational Fluid Dynamics.

In order to be successful, applicants will typically hold a PhD in a relevant subject and already have relevant teaching experience and track record of publications in their chosen field and for Senior Lecturer, considerable success in bidding and/or managing research.

About You

You will be educated to doctoral level in a relevant subject and have experience of management in teaching and research with a track record of high quality publications. With excellent communication skills, you will have expertise in CFD and a background in Engineering and or Mathematics would be an advantage.

About Us

As a specialist postgraduate university, Cranfield’s world-class expertise, large-scale facilities and unrivalled industry partnerships are creating leaders in technology and management globally. Learn more about Cranfield and our unique impact here.

Aerospace is at the heart of Cranfield’s global research airport and is renowned throughout the world for its teaching and research in the fields of aviation and aerospace. Cranfield Aerospace’s six centres are the powerhouses of our world class research, driving technological and conceptual advances in aeronautics, propulsion engineering, cyber-physical systems and intelligent automation. Through the strong links with industry built over the past 70 years, we focus on defining and delivering the aircraft, airport and airspace management of the future and are the only university in Europe with our own airport and runway. Cranfield Aerospace is internationally recognised as the first choice for research and education in all aspects of aerospace including aircraft, drones, urban air mobility and space. Find out more about our work here About Aerospace.

Our Values and Commitments

Our shared, stated values help to define who we are and underpin everything we do: Ambition; Impact; Respect; and Community. Find out more here.

We aim to create and maintain a culture in which everyone can work and study together and realise their full potential. We are a Disability Confident Employer and proud members of the Stonewall Diversity Champions Programme. We are also committed to actively exploring flexible working options for each role.

Our equal opportunities and diversity monitoring has shown that women are currently underrepresented within the university and so we actively encourage applications from eligible female candidates. To further demonstrate our commitment to progressing gender diversity in STEM, we hold an Institutional Athena SWAN Bronze award, are members of Working Families; sponsors of International Women in Engineering Day and signatories of the Women in Defence and Women in Aerospace and Aviation Charters. Find out more about our key commitments to Equality, Diversity and Inclusion and Flexible Working here.

Working Arrangements

Collaborating and connecting are integral to so much of what we do. Our Working Arrangements Framework provides many staff with the opportunity to flexibly combine on-site and remote working, where job roles allow, balancing the needs of our community of staff, students, clients and partners.

How to apply

For an informal discussion about this opportunity, please contact Professor Karl Jenkins, Head of Centre for computational Engineering Sciences (E): k.w.jenkins@cranfield.ac.uk

Please do not hesitate to contact us for further details on E: hrrecruitment@cranfield.ac.uk. Please quote reference number 4214.

Closing date for receipt of applications: 30th September 2022

https://www.timeshighereducation.com/unijobs/listing/306800/senior-lecturer-lecturer-in-computational-fluid-dynamics/

 

Curt Lewis