January 4, 2023 - No. 001 In This Issue : FAA addresses unsafe Boeing 747 wing and landing gear condition : What are the advantages to a high compression conversion of my aircraft’s engine? : Delta’s refurbishment effort shines through on 31-year old 757 : New in 2023: What caused the Goshawk grounding, and when will it end? : Boom Supersonic Outlines Its Own Engine Design : 11-bladed propeller in the works : Which Airlines Offer Employment Via Graduate Schemes? : Sustainable Aviation Fuels: The Key to Decarbonizing Aviation : Special Report: Aerospace – Up, Up and Away : New job website focuses on transitioning veteran skills into civilian resumes : Engineering Opportunities: Austrian Airlines Eyes 24 New Mechatronics Apprentices : Aviation Maintenance Team Builds Cohesion Overseas : Dassault Continues MRO Expansion with Melbourne Site FAA addresses unsafe Boeing 747 wing and landing gear condition BY RYTIS BERESNEVICIUS 2022-12-23 3 MINUTE READ The Federal Aviation Administration (FAA) has issued an Airworthiness Directive (AD) to address two unsafe conditions on all Boeing 747 models. The new directive supersedes a previous notice that did not include the Boeing 747-8 and Boeing 747-8F. The AD, which is a final rulemaking, was published on December 22, 2022. The Notice of Proposed Rulemaking (NPRM) was issued in September 2022, when operators of the aircraft and other interested parties had an opportunity to submit responses. The Air Line Pilots Association, International (ALPA) was the only organization to put forward their proposals, agreeing with the authority on the change without additional suggestions. Previously, the AD affected all Boeing 747s except for the latest iteration of the type. The FAA’s newest rulemaking addressed the unsafe conditions of two parts on the aircraft, namely the lower trailing edge panels of the left wing and a broken fuse pin of the landing gear beam end fitting. Prompted by damage discovered on both, the agency will now require operators to conduct additional inspections to identify cracked fuse pins, as it determined that ‘additional airplanes are subject to the unsafe condition’. The directive’s text also indicated that the NPRM, which has now resulted in a final rulemaking, ‘was further prompted by the need for new ultrasonic testing (UT) inspections for cracking of the fuse pin, and the determination that additional airplanes are subject to the unsafe condition’. ‘In the NPRM, the FAA proposed to continue to require repetitive replacement, or repetitive magnetic particle or surface high-frequency eddy current (HFEC) inspections, of certain fuse pins, and applicable on-condition actions’, the new AD continued. According to the regulatory body, it also suggested ‘the option for repetitive replacement of certain corrosion-resistant (stainless) steel (CRES) and steel alloy fuse pins at the wing landing gear beam end fitting; and repetitive magnetic particle inspections, or repetitive HFEC and UT inspections, for cracking of the fuse pin, and applicable on-condition actions’. The AD also added the Boeing 747-8 and Boeing 747-8F to the list of affected aircraft. FAA addresses unsafe Boeing 747 wing and landing gear condition What are the advantages to a high compression conversion of my aircraft’s engine? By Paul McBride · December 29, 2022 · A Lycoming O-320 engine. Question for Paul McBride, the General Aviation News engines expert: I’m not even considering doing a conversion, but I am curious to know: What is the advantage to doing a high compression conversion to a Lycoming O-320 (from 150 hp to 160 hp)? I suppose the obvious answer is 10 more horsepower, but my natural inclination, given the name “high compression,” would be improved fuel economy. But what other advantages are there squeezing 10 more horsepower? Is there an improved useful load? Higher cruise speed? I scoured the “net webs” and haven’t found any definitive answers other than back and forth pontifications about the use of mogas. If it’s purely fuel economy, is there a sufficient fuel savings to justify the cost or is it just bragging rights? I drive a white mini van if that tells you about where my thoughts are about being bold and sporty. Thanks in advance, Jeffrey A. Hughes Paul’s Answer: Jeffrey, thanks for submitting your question. I’m certain there are many others out there who have been curious about the same question. First of all, there is a simple statement that sums up one part of your question, and that is, “people are willing to pay for horsepower.” In some cases, it comes from converting an engine by using higher compression pistons. This next statement is very important before even beginning to think about doing an engine conversion, especially on Lycoming O-320 series engines. There are certain models of the O-320 series that CANNOT be converted to high compression, so before any money is put on the table, make certain that the model you want to convert is an engine that can be converted. By providing the specific engine model, such as an O-320-E3D, this will provide all the information needed to determine whether or not the engine can be converted. The engine I used as an example, O-320-E3D, is one specific model that cannot be converted to a high compression configuration because of the main bearing configuration. One other thing must be considered before increasing the horsepower on any engine installed in a certified aircraft: Does the FAA Type Certificate for your aircraft permit the use of a higher horsepower engine? In many cases where a more powerful engine was installed, it was approved under a Supplemental Type Certificate (STC) issued by the FAA. If you have a high-time engine in your aircraft, there is no doubt that it just isn’t making the horsepower that it did when it was new. My feeling is that by simply overhauling this engine and bringing it back to closer tolerances, you’ll see an improvement in performance and you’ll think you’ve gotten an additional 10 horsepower without spending any extra money. Engines are rated by the measured horsepower on a dynamometer and the FAA Type Certificate Data Sheet notes the rated horsepower of any given engine. These engines are run in a test cell using straight exhaust stacks and before accessories, such as an alternator or aircraft induction system, are installed. Once the engine is installed in an airframe along with the accessories, the accessories contribute to what is commonly known as “installation losses,” which actually reduce the total rated engine horsepower by some amount. If the engine is converted to a high compression version, the fuel consumption will be greater to some extent simply because you are taking more horsepower out of the engine and you’ve got to put more fuel in the engine to support the additional power. Remember: There is no such thing as a free lunch. I enjoyed your comment regarding you driving a white van and know exactly where you’re coming from. And to show you that I do understand, just forget about converting your engine to a high compression version. The best advice I can offer is fly your aircraft as frequently as possible, change the oil and filter as recommended by the latest revision of Lycoming Service Bulletin 480, and enjoy what you’ve got. What are the advantages to a high compression conversion of my aircraft’s engine? Delta’s refurbishment effort shines through on 31-year old 757 By Jason Rabinowitz Note: Important graphics included in the original article. After a few days of beautiful beaches and plane spotting in St. Maarten, it was time to head back to a very cold New York. While my flight to St. Maarten’s SXM airport with JetBlue was lackluster due to nonfunctional entertainment and Wi-Fi systems, I was excited to compare JetBlue’s seven-year old Airbus A321ceo aircraft with Delta’s nearly 31-year old “domestic” Boeing 757-200. I paid particular attention to the status of my inbound flight, as operational issues had plagued flights out of New York JFK and SXM all week. While the 757 made it out of JFK with an hour and a half delay, schedule padding saw the delay reduced to about a 45-minute impact, and Delta’s iOS app reflected as much after the twinjet departed JFK. The delay wasn’t the end of the world, but SXM is still rebuilding from the devastation caused by Hurricane Irma in 2017 so I didn’t want to spend more time in the terminal than necessary. Moreover, this was the first day of the SXM winter schedule ramp-up for several airlines, so the terminal was jam-packed. Boarding was delayed by 15 minutes due to a mechanical issue. That’s not something you want to hear when your aircraft is 31 years old. I was able to chat with the Delta pilots who flew the 757 from JFK and they weren’t sure if the new crew would be able to defer the problem or if the delay would turn out to be a serious one. Armed with this new information, I looked for alternative flights and subsequently made a very bad decision. Having paid $6 for three hours of airport Wi-Fi, I could see that the Delta app was already alerting me to another option — to hop on the already boarding Atlanta flight just to my left, and connect onward to JFK. Or so I thought. Only after confirming the change did I realize that the Atlanta connecting option was for the next day! After some panicking and a frantic Wi-Fi call to Delta, I was able to find an employee who was willing to change me back to my original flight after understandably scolding me a bit. It would be nice if Delta had provided a warning that the new flight departed on a different day or just used larger text for the date. But I take responsibility for missing the crucial date change detail. The delay turned out to be insignificant and the chaotic boarding process began just as I was being rebooked to my original flight. After a short walk to a hard stand, my day immediately improved as I boarded the stately 757 via the air stairs. While this 757 is nearly 31 years old, I was likely the only passenger who could guess its age within a margin of error of 15 years. That’s because the LED-lit cabin is bright; the overhead bins are large enough to swallow everyone’s bags; and the overhead passenger service unit had cool air blasting out of the individual air vents. To the untrained eye, this was a brand new aircraft, even in economy class. Operations at SXM were slow during the entire week, and for reasons beyond our understanding we ended up taking off nearly two hours late. The delay was outside of Delta’s control, but it was obviously not great for those passengers who missed their connections. Despite its age, this particular 757 was fully kitted out with Delta’s top-end domestic configuration. The Panasonic Avionics inflight entertainment system was loaded with 336 movies by my count, which sure beat the zero movies offered on my JetBlue flight down to St. Maarten. It may sound crazy but despite the copious amount of content on offer, I didn’t see much that I wanted to watch. I did, however, want to be connected. Shortly after takeoff the newly installed Viasat Ka-band Wi-Fi kicked in, with an offer of free Internet for Delta SkyMiles members, or a flat fee of $5 for anyone who didn’t want to sign up for a SkyMiles account. Unlike my prior JetBlue flight, the hardware on this aircraft could talk to the ViaSat-2 satellite (versus simply ViaSat-1), and consequently, there was ample coverage on the route. Connectivity was provided for the entirety of the flight. My speed tests showed about 35 Mbps down and 0.72 Mbps up shortly after takeoff, but speeds increased soon after and I was able to stream YouTube at 1080p without issue, and even managed 1440p with some minor buffering. Access to Netflix seemed to be throttled to just over 2 Mbps. This was a fantastic experience and mirrored what JetBlue offered earlier in the year to St. Maarten on its ViaSat-2-capable A320. Unlike JetBlue, Delta does not stock fresh food for sale on Caribbean routes so it’s a good thing that I purchased some airport pizza, as this flight became an all-day ordeal. I believe that some snack boxes were offered for sale. But Delta didn’t offer a printed menu card or a digital menu on the IFE screen, nor did anyone make an announcement about the various options. Overall, however, the pre-flight communication from Delta was mostly good and the onboard hard product was excellent. Beyond the entertainment and Wi-Fi, the aircraft cabin was generally in fantastic condition. Even the lavatories looked brand new. I’ll be very disappointed when the 757s exit Delta’s fleet in the coming years. The US major put a lot of effort into refurbishing its 757s and it really shines through. Delta’s refurbishment effort shines through on 31-year old 757 Lt. Cmdr. Rob Nelson, a shooter assigned to the aircraft carrier George H.W. Bush, launches a T-45C Goshawk aircraft in the Atlantic Ocean on Dec. 18, 2021. (Navy) _____________________________________________________________________ New in 2023: What caused the Goshawk grounding, and when will it end?By Geoff Ziezulewicz Dec 28, 2022 The new year should bring more answers from the Navy regarding why the sea service’s fleet of T-45 Goshawk training jets were grounded last fall. Flights for the Goshawks, which are used to train Navy and Marine Corps fighter pilots, were halted on Oct. 14 after an engine blade failure was discovered on one of the planes, according to Naval Air Systems Command, or NAVAIR. The Navy resumed flight operations for part of its T-45C Goshawk jet trainer fleet later that month, but officials are declining to say how many of the aircraft have since returned to the skies, citing operational security. RELATED Navy ends safety standdown for part of the T-45C Goshawk jet fleet Jets affected by an engine blade problem remain grounded, but the Navy is declining to say how many jets that involves.By Geoff Ziezulewicz Earlier this month, NAVAIR officials said they continue to clear additional aircraft for flight operations “only after engine modules have been thoroughly inspected and are determined to be compliant with manufacturing specifications.” “The Navy and industry partner Rolls Royce are in the final stages of identifying the root cause of the recent T-45 engine issue,” the command said in a statement to Navy Times on Dec. 2. “We expect more information from the analysis to be available next year.” New in 2023: What caused the Goshawk grounding, and when will it end? Boom Supersonic Outlines Its Own Engine Design by Matt Thurber Dec 14, 2022 - 12:53 AM Note: Important graphics in the original article. Boom Supersonic announced that it has formed a team of engine designers, an additive manufacturer, and a turbine engine maintenance specialist to help develop the new Symphony engine that will power its Overture supersonic airliner. However, the U.S. start-up, which to date has not been able to persuade any of the major aircraft engine makers to join its ambitious program, did not identify which company will manufacture the Symphony engine nor where it will be made. The new engine will produce 35,000 pounds of takeoff thrust and features a twin-spool architecture with a single-stage fan and a passively cooled high-pressure turbine using traditional hot-section materials. The medium-bypass-ratio engine will not be equipped with an afterburner. Boom is targeting the rollout of the Mach 1.7, four-engine Overture in 2024 at its Greensboro, North Carolina, factory followed by first flight in 2027 and type certification in 2029. Certification of the Symphony engine will be under FAA and EASA Part 33 regulations. Partners in the Symphony design and development plan announced on Tuesday include Florida Turbine Technologies, a unit of Kratos Defense & Security Solutions, which will design the engine; GE Additive providing additive technology design consulting; and StandardAero for engine maintenance. Florida Turbine Technologies employs engineers with experience working on the design of the F-119 and F-135 turbine engines for the F-22 and F-35 supersonic military aircraft. The Kratos group has also developed and produced small turbine engines for cruise missiles and uncrewed aerial systems, but appears to have no experience with civil aircraft programs. The Symphony announcement comes after traditional aircraft engine manufacturers declined to participate in the Boom program. In mid-2020, Rolls-Royce and Boom agreed to explore technical requirements for Overture’s engine needs. In September, however, Rolls-Royce issued a statement that said, “We’ve completed our contract with Boom and delivered various engineering studies for their Overture supersonic program. After careful consideration, Rolls-Royce has determined that the commercial aviation supersonic market is not currently a priority for us and, therefore, will not pursue further work on the program at this time.” According to Blake Scholl, founder and CEO of Boom Supersonic, “Developing a supersonic engine specifically for Overture offers by far the best value proposition for our customers. Through the Symphony program, we can provide our customers with an economically and environmentally sustainable supersonic airplane—a combination unattainable with the current constraints of derivative engines and industry norms.” Boom claims that the “Overture’s new propulsion system will operate at net zero carbon and meet Chapter 14 noise levels.” Although the engine will be designed to run on 100 percent sustainable aviation fuel, which can provide up to an 80 percent reduction in lifecycle carbon emissions compared to jet-A, Boom has not explained how the Overture will be able to fly at net zero carbon emissions, although carbon offsets are a likely strategy. A benefit of developing a new engine is that the “Symphony is expected to deliver a 25 percent increase in time on-wing and significantly lower engine maintenance costs, reducing overall airplane operating costs for airline customers by 10 percent,” according to Boom. Risks Vs. Rewards To gain further insight into the risks that Boom Supersonic is taking by adding engine development to its program, AIN spoke with Michael Riegel, founder of consultancy Aviation IQ. Riegel advised potential investors in the now-defunct Aerion supersonic business jet program and has many years of experience in the aerospace industry, including working for Bombardier, studying new aircraft programs, and advising investors about the risks involved in developing new aircraft. Boom says it will roll-out its Overture supersonic airliner in 2024, and achieve type certification in 2029. Riegel explained that not only is it rare that an airframe manufacturer would develop the engine for a new aircraft, but the engine itself is unique, with a limited market. “Unless they plan to try and sell it to other supersonic manufacturers, it only has one application,” he said. Developing the engine and aircraft, he said, “adds risk in almost all areas, not just financial, although those are going to be considerable. Look at the multiple layers Boom is accumulating in terms of risk. I’m having a hard time imagining how anybody would be willing to pour billions into this. “This begs all sorts of questions,” Riegel said. “Manufacturing turbine engines, and turbine blades is an extremely difficult process, to put it mildly. If the engine partners have turned you down, I can’t imagine being suppliers for the very technical components you need. Adding the complexity of a new engine program takes a difficult project and turns it into something fanciful.” From a financial perspective, bringing the aircraft to production is estimated to cost billions of dollars. Riegel said that “the last number I heard is $11 billion.” But that doesn’t include the cost of designing, testing, and manufacturing the engines. The risks the company is taking, he said, “extend well beyond the airframe and engine” and into the “need to develop an aircraft that can overcome regulatory hurdles” such as certification and how the transition to supersonic flight will be handled. Presumably, unless regulations change, supersonic passenger aircraft will be limited to breaking the sound barrier over oceans, thus limiting where they can fly efficiently. “The willingness of the regulators to lend a sympathetic ear is going to be challenging,” he said. Riegel acknowledges that there is significant interest in the Boom program. “But starting from scratch without an engine puts it at square one. They have to determine if they can build an engine. There are so many questions rolling up, and I hope the existing investors are asking those questions and demanding answers.” While Riegel isn’t working with any Boom investors, he said he has been asked to comment informally on the Overture program. “I have not accepted fees or been willing to advise anyone else, because I view this as a non-starter,” he said. “It’s laudable that somebody wants to rise to different challenges. It’s entirely possible I'll be proven wrong.” AIN asked Boom for further information regarding plans for engine manufacturing and net zero carbon emissions. “Today, we are focused on laying the groundwork for the Symphony propulsion program and will share more details soon,” a spokeswoman responded. Boom Supersonic Outlines Its Own Engine Design 11-bladed propeller in the works By General Aviation News Staff · December 14, 2022 · Germany-based MT-Propeller has an 11-blade propeller in the works, testing it on a Piper PA31T1 with Pratt & Whitney PT6A-135 turbine engines. The world’s first 11-bladed propeller recently “took the sky with an impressive noise and sound signature,” company officials said. “The very promising results in static thrust, 15% increase over the standard certified 5-bladed propeller, and the jet-noise signature showed…what could be possible in the propeller developments,” company officials added. The propeller system, combined with a low RPM power supply from a turbine or an electric engine, opens new possibilities for performance, efficiency, and noise, MT-Propeller officials noted. 11-bladed propeller in the works Which Airlines Offer Employment Via Graduate Schemes? BY NICOLE KYLIE As the industry faces labor shortages during this time of recovery, major airlines are offering specially tailored pathways to fulfilling careers. A career in the airline sector can be exciting and rewarding for anyone passionate about aviation. In this fast-paced industry, propelled by ever-evolving technology and advancements, airlines are always on the lookout for fresh talent – especially in this time of recovery. This is why, a number of major airlines are offering graduate schemes as a pathway to employment within their organizations. What are graduate schemes, and how do they work? A graduate scheme provides intensive training and support to individuals who have recently graduated. Through professional opportunities such as full-time and shadow roles, these programs equip graduates with real-world experiences that prepare them for a successful career in their field of choice. During the pandemic, many airlines had to put a pause on their internships and graduate schemes. Now, as the industry is well on its way to recovery, airlines are back on the search for new talents. Be it an operational (like scheduling, dispatch, logistics), technical (think aircraft maintenance), or managerial role (leadership, finance, data), graduate schemes are beneficial in preparing the next generation of airline personnel in meeting industry needs. Airline graduate schemes Most airline graduate programs run from 12 months up to three years, offering different types of skills and experiences that help graduates excel in their field of choice. • Aer Lingus: The Aer Lingus Graduate Programme runs for two years and is open to Maintenance & Engineering Graduates, Digital Technology Graduates, and Finance Graduates. • American Airlines: The world’s largest airline is recruiting Juniors and Seniors from an accredited 4-year college/university course to join its Airport Hub Administration, Cargo, Customer Planning & Analysis, Finance, Procurement & Supply Chain, Revenue Management, and Sales & Marketing departments. Besides valuable industry experience and exposure, American Airlines also offers access to Employee Business Resource Groups and ten days of travel after internship completion. • British Airways: There is a range of programs to choose from on the British Airways Graduate Programme, including a pathway to becoming a Strategic Commercial Advisor via the Finance Programme, as well as careers in Data Analytics, Logistics, Engineering (Planning & Supply Chain or Technical Programmes), Commercial Business, and a Future Leaders Programme. • Cathay Pacific: The flag carrier of Hong Kong offers two streams in its graduate scheme, lasting two to four years. Under its Digital & IT program, graduates join as a Trainee in the first two years, before moving on to become a Specialist, then Analyst or Assistant Manager by the fourth year. Through its Engineering Graduate Training Programme, Cathay Pacific has various pathways for Technical Graduate Engineers, Maintenance Planning Graduate Engineers, Inventory Management Graduate Controllers, and Operational Graduate Engineers. • easyJet: The budget airline’s Talented Career Programmes run for a minimum of two years, with Business, Operations, Technology, and Leadership streams. easyJet is calling on graduates with business awareness, analytical insight, commercial know-how and “a sense of fun whilst maximizing potential” to apply. • Jetstar: Qantas’ low-cost subsidiary, Jetstar, also has a graduate scheme, which allocates graduates to functions that are in line with their study qualifications. The rotational program will see graduates assigned to various teams such as Safety, Engineering, Airport Services, Technology, Digital, Finance & Strategy, and Customer & Commercial, including specializations in a variety of areas such as Sales & Marketing. • Qantas: The Australian flag carrier’s two-year program provides four rotations across a range of projects and business functions. Streams include General, Finance, Digital, Technology, and Data Science & Analytics. It is open to finance, technology, data science and analytics graduates and also general graduates who hold varying types of degrees. • Ryanair: The Ryanair Graduate Programmes, spread across the airline’s Head Office, Operations, and IT units offer a fast-tracked career path for graduates. In the Head Office scheme, graduates can gain experience through two-year HQ Graduate Programmes or an ACA-accredited Finance Programme that lasts for three and a half years. The programs offer rotations within the Finance, Inflight, Legal, Sales & Marketing, Digital Experience, and Commercial departments. The Operations Programme, similarly, provides rotation within Pilot Management, Safety, Ground Operations and 24/7 Operations Control Center. Ryanair also has a 12-month IT Programme, in which graduates will specialize in one of six core units: Software Development, BI & Data Analytics, Quality Assurance, Infrastructure & Support, Planning & Delivery, and Security. • Virgin Atlantic: In April 2022, Virgin Atlantic launched its new apprenticeship and graduate programs, offering this unique career pathway for the first time in three years. The 24-month programs focus on the engineering and maintenance aspect of the airline, designed to give a comprehensive insight into Virgin Atlantic’s technical operations. The time is now As you may know, the effects of travel bans and restrictions led to mass furloughs and early retirements. At the end of 2020, an estimated 43% of direct aviation jobs were at risk. In the same period in 2021, this figure improved, but the industry still saw 21% (some 2.3 million) fewer jobs compared to pre-pandemic levels. The good news is that airlines are now desperately seeking new staff to ensure they have the capacity to recover, having lost such a large percentage of their workforce. Aerospace headhunter, Emma Robinson said: “The biggest issue facing the aviation industry at the moment is a lack of staff: they’ve lost the workforce during COVID, and they have not returned.” For graduates thinking of joining the airline sector through graduate schemes, there’s no better way to learn than through real-world experience in an airline environment – and now is the time to do so. Within aviation, beyond airlines Apart from airlines, many major aviation companies are also offering graduate schemes in a bid to boost their workforce following the layoffs that took place when COVID-19 hit. For example, global airport operator, Swissport, is seeking to hire 30,000 new staff members after losing 20,000 employees during the pandemic. Heathrow Airport is one instance of a non-airline aviation company that runs graduate schemes such as the Generalist, Engineering, Procurement, and Finance Graduate Leadership Development programs. Which Airlines Offer Employment Via Graduate Schemes? Sustainable Aviation Fuels: The Key to Decarbonizing Aviation Eric G. O'Rear, Whitney Herndon, Galen Hiltbrand, Emily Wimberger, and John Larsen December 7, 2022 Note: Important graphics in the original article. Aviation is currently the third largest source of greenhouse gas emissions from the transportation sector in the US, and emissions are expected to continue to grow. It’s also one of the most challenging industries to decarbonize, due to the long lifespan of airplanes and the limited number of viable pathways for reducing emissions. The avenue that holds the most promise is sustainable aviation fuels (SAF), which can easily substitute as a drop-in replacement for conventional jet fuel. However the industry and SAF technologies are still nascent, and face significant economic and technological hurdles to scaling up. Recognizing this challenge, the Biden administration has set a “SAF Grand Challenge,” with a goal of scaling US SAF production to 3 billion gallons per year in 2030 and 35 billion in 2050—a considerable ramping up from the current level of 4.5 million gallons per year. At scale, SAF could not only play a major role in fully decarbonizing aviation, but also offers other benefits including reduced local air pollution and considerable employment opportunities. Unlocking this potential will require significant new investment and long-term policy frameworks to jump-start the infant industry. In this report, we provide an overview of the current state of the industry and SAF technologies, followed by our estimates for the employment and economic benefits from scaling up SAF. We then discuss the challenges to scaling up SAF, as well as potential ways to help accelerate it. The US is committed to decarbonizing the aviation sector Just over a year ago, the Biden administration set an ambitious target of reducing economy-wide greenhouse gas (GHG) emissions to net-zero by 2050. The administration developed a long-term climate strategy to help achieve these goals, which includes shifting away from fossil fuels towards clean electricity and clean fuels to power the US economy. The combination of clean electricity and widespread electrification of end-uses is typically viewed as the most efficient and economical way to reduce emissions in sectors such as power, transportation, and buildings. However, this strategy is not always accessible or possible for hard-to-abate sectors like industry and heavy-duty transportation. Of the hard-to-abate sectors, aviation is viewed as one of the most challenging to decarbonize, due to the long lifespan of airplanes and the limited number of pathways for emissions reductions over the next few decades. The aviation sector is the third largest source of US transportation emissions, accounting for roughly 7% of total sector emissions (Figure 1). Emissions from the sector are anticipated to continue growing, given the projected growth in US passenger air travel and freight. Recognizing this challenge, the Biden administration has set a decarbonization target for the aviation sector specifically—to achieve net-zero GHG emissions by 2050. Aviation industry stakeholders have identified five primary options (Table 1) for reducing aviation emissions by 2050, and broadly agree that replacing conventional jet fuel with sustainable aviation fuels (SAF) is the most promising option for yielding significant CO2 emission reductions over the next 30 years. The decarbonization potential of sustainable aviation fuel Sustainable aviation fuels (SAF) are low-carbon fuels produced from biological (i.e., plant and animal materials) and non-biological (i.e., municipal solid waste, industrial waste gases) feedstocks, which have similar physical and chemical characteristics as conventional jet fuel but with a lower life-cycle carbon footprint. One of the reasons why SAF is viewed as a leading feasible solution for decarbonizing aviation is because it can easily substitute as a “drop-in” fuel replacement for conventional jet fuel.[1] SAF and conventional jet fuel can be mixed safely, without having to redesign aircraft and aircraft engines to utilize it because the chemical characteristics are very similar. And existing fueling infrastructure can also be used to transport SAF. SAF has the potential to reduce life-cycle CO2 emissions by up to 99% compared to traditional jet fuel, depending on the technological pathway and feedstocks used to produce the fuel. Other major benefits include local air quality improvements because of lower sulfur content and reductions in soot pollution. Communities responsible for producing and processing SAF feedstocks also stand to reap considerable employment and economic benefits as production scales. At scale, SAF has the potential to play a major role in fully decarbonizing the aviation sector over the next 30 years. But SAF technologies are currently at various stages of technology readiness, and the scaling of production and deployment faces major technological and economic hurdles. In the rest of this report, we start with an overview of the different SAF technologies currently available or under development. We then provide estimates for the employment and economic benefits from scaling up SAF, followed by some of the challenges the nascent industry faces, as well as potential ways to help accelerate it. SAF technology pathways The SAF industry is currently in its infancy. There are several SAF technological pathways that have been developed or are currently under development. However, only seven have been approved by the American Society of Testing and Materials (ASTM) for blending with conventional jet fuel. ASTM is an international standards organization that develops technical standards for various materials, systems, and products. In the case of SAF, it establishes which technologies can be used to produce SAF, as well as the limits for blending SAF fuels with conventional jet fuel. Out of caution, ASTM currently limits most pathways to 50% by volume blending. Doing so helps to ensure that the blended fuel is a true drop-in fuel and will not require additional infrastructure (and costs) to support its use. Industry is currently discussing the need for higher blend limits. Additional testing and evaluations, however, will be needed to ensure that the higher blends remain drop-in compatible. In this report, we focus on three of the ASTM-approved pathways[2] (Table 2): (1) hydroprocessed esters and fatty acids (HEFA); (2) alcohol-to-jet (AtJ); and (3) synthesis gas Fischer-Tropsch (FT). In the case of FT, we consider two pathways for synthesis gas (syngas) production: feedstock gasification (Gas-FT) and electrolysis of CO2. Production via the second FT route is often referred to as the “power-to-liquid” (PtL) pathway. The first three production routes listed in the table are classified as advanced biofuels. They have a life-cycle emissions-intensity that is at least 50% lower than fossil-based fuels. The PtL fuel is classified as an electrofuel—the term for a drop-in fuel produced from hydrogen obtained from clean electricity together with captured CO or CO2. Gas-FT was the first SAF pathway to be approved by ASTM, in 2009. The process involves the conversion of a synthesis gas (syngas) into liquid fuel via a Fisher-Tropsch (FT) reaction. FT is a common commercial process for producing liquid fuels from both coal and natural gas. Syngas is produced from the gasification of cellulosic feedstocks or municipal solid waste. The syngas is then converted to a mixture of hydrocarbons (the main chemical component of jet-fuel) in a FT reactor, before being further refined into SAF and other clean fuels. The HEFA pathway was formally approved by ASTM in 2011. It involves the refining of vegetable oils, tallow, or waste greases into SAF through the deoyxgenation and hydroprocessing of the feedstocks. It is the most mature of the SAF technologies and the only one currently used today at commercial scale. AtJ, using isobutanol as a feedstock, was approved in 2016, followed by the approval of ethanol as a feedstock in 2018. This pathway converts alcohol feedstocks (i.e., sugars, starches, hydrolyzed cellulose, industrial waste gases) into SAF and other clean fuels, through several chemical processes. Electrofuels, also referred to as “power-to-liquids,” are another type of drop-in fuel produced using green hydrogen (H2) and sustainable CO2 via point-source capture or direct air capture (DAC). Like the advanced biofuel pathways, the PtL process can also be used to produce a series of clean fuels. PtL involves the conversion of syngas into SAF via a FT reaction. However, the syngas is produced from either green H2 and captured CO2 via a reverse water-gas-shift reaction or directly via co-electrolysis using solid oxide electrolysis cells and clean electricity. Announced SAF production volumes In the last few years, there have been numerous announcements of new SAF projects across the globe. Announced global capacity is on track to total roughly 4.3 billion gallons per year (BGY) by 2026, with HEFA accounting for more than two-thirds (3.1 BGY) of the new capacity (Figure 2). Still this capacity is relatively small compared to the 60 billion gallons consumed globally last year (~4 billion gallons in the US). HEFA production capacity could potentially increase by roughly another 2.5 BGY by 2026 if feedstock supply issues are immediately addressed. Announced capacity additions associated with AtJ, Gas-FT, and other pathways are minor, but are likely to ramp up considerably after 2026 as growing investment and policy support for these technologies help to advance their commercialization. The economic benefits of scaling up SAF In addition to being a potentially pivotal tool for decarbonizing aviation, scaling up SAF also offers significant economic and employment opportunities in the US. We examined the potential employment benefits of SAF production for the four technology pathways described above: HEFA, Gas-FT, AtJ. Each estimate is associated with a typical 50 million gallon/year production facility and includes jobs created from plant investment, operations and maintenance as well as jobs associated with suppliers of equipment, energy, feedstocks and other upstream activities. According to our analysis, the average total number of jobs associated with the construction and operation of a 50 million gallon per year SAF facility ranges between 1,645 and 7,640 jobs, depending on the technology pathway adopted by the facility. Jobs estimates can vary widely across pathways because of differences in the levels of capital intensity. Generally, the more capital intensive the production pathway is, the more job creation there is. We also note that our analysis focuses solely on total job creation, lacking details on job type and job quality. Forthcoming analysis will delve into these metrics for a better depiction of SAF-related jobs. A major takeaway from our analysis is that on a plant-by-plant basis, SAF produced via AtJ has the potential to create the greatest number of jobs. However, uncertainties surrounding future deployment levels of each SAF technology make it unclear as to whether we will observe more overall SAF jobs coming from AtJ in the long-run. Our analysis indicated that while HEFA, AtJ, and Gas-FT all have the potential to scale significantly over the next few decades, PtL can scale to the largest quantities, given that it does not face the feedstock limitations that the biogenic alternatives face. Noting this, we present the job results for a single PtL facility in Figure 3. We find that the construction and operation of a 50 million gallon per year SAF facility utilizing the PtL production process results in an average of 3,710 total jobs being created. Roughly 60% (2,200) of these jobs are directly related to the construction and operation of the physical facility, while all other jobs stem from supporting supply chain activities. Our findings associated with the other three biogenic pathways can be found in the Appendix. Our analysis shows that the breakdown of job types also varies across the different pathways. In the example above, most of these jobs (3,530 jobs) are related to plant investment, which includes the construction, engineering, materials, and any equipment needed to build the facility. Construction and engineering jobs are those that have to do with the designing and planning of the facility’s construction. For example, this includes architectural services required to design the facility. Materials and equipment jobs capture those linked to the physical construction of the building and its systems. Also included in plant investment are the upstream supply chain activities that support facility construction, materials, and equipment. An average of 180 jobs are associated with ongoing plant operation and maintenance (O&M) activities, with onsite O&M being responsible for the bulk of these jobs. More specifically, it is the operation and maintenance of the electrolyzer system and other major plant components such as the FT reactor. If the industry scales up enough to produce the majority of aviation fuel, hundreds of thousands of new industry jobs could be created. We have forthcoming analysis that will investigate jobs at scale in detail for the SAF industry. More investment is needed to jump-start SAF While SAF offers the potential of long-term decarbonization and significant employment benefits, ramping up production to meet these goals will require addressing major economic and technological hurdles first. In the US, current production levels of SAF are approximately 4.5 million gallons per year. A major hurdle to SAF deployment is the considerable cost differential that exists between it and conventional jet fuel. On average, SAF is 3 to 5 times more expensive than conventional jet fuel before considering subsidies and policy incentives (Figure 4). This is due in large part to the nascent production pathways for SAF, which are more expensive than fossil fuels. HEFA fuels are closer to being at price parity with conventional jet fuel than the other pathways primarily because of how long the technology has been around. In addition to cost, the technological unreadiness of some SAF technologies also serves as a major hurdle on the supply side. To date, the AtJ, Gas-FT, and PtL technologies exist only at lab-scale or pilot-scale demonstration. Shifting to full commercialization will require continued investments in research, development, and demonstration. Another major supply-side hurdle to scaling up SAF is investment levels, which have been insufficient to date. Poor investment levels are largely driven by high production costs with the converse also being true, creating a negative feedback loop. Both must be addressed in tandem to see improvements in overall SAF economics. Moving SAF forward to full-on commercialization will require additional investment in new and reconstructed SAF facilities, supply chain development, and other supporting infrastructure. Addressing this investment hurdle requires de-risking of “first-of-a-kind” SAF projects and increasing certainty around future SAF demand. Limited availability of biogenic feedstocks also presents a hurdle for scaling up the advanced biofuels pathways. A large share of eligible biogenic feedstocks are already being used in other industries and transport applications (e.g., personal transport). Also, feedstocks are widely distributed across the world and difficult to collect. Potential solutions for increasing feedstock availability include increasing biomass production on degraded lands, continuing to make advancements in feedstock collection capabilities, and instituting new incentive structures which shift some biomass supply away from competing industries towards SAF. On the demand side, one hurdle is uncertainty around sufficient future demand. Numerous airlines have established commitments that could potentially boost SAF demand. For example, Delta Airlines has committed to replacing 10% of their jet fuel with SAF by 2030. Similarly, the United Postal Service (UPS) plans to power 30% of their aircrafts using SAF by 2035. However, even with these types of ambitious SAF consumption targets and offtake agreements, demand continues to be rather scarce, which is stymying deployment. New coalitions of non-governmental organizations and leading corporations such as the Sustainable Aviation Buyers Alliance (SABA) are working to drive new investment in low-carbon SAF and overcome barriers to procurement and scale-up—much-needed efforts to help jump-start the industry. Increased investment in SAF will be necessary to help make it price competitive with jet fuel and accelerate deployment. However, this on its own is not enough to get the aviation sector on track for decarbonization by 2050. In addition to increased investment, long-term policy frameworks will be needed to address many of the demand- and supply-side hurdles we have identified here. Policy support for scaling up SAF Recently, policy developments in the US, EU, and elsewhere internationally have been put in place to support SAF production and create demand for SAF. The most far-reaching of these is the multilateral Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). CORSIA is a three-phase program administered by the International Civil Aviation Organization (ICAO) that aims to stabilize international aviation emissions at 2020 levels by 2035. Several SAF pathways are approved for use in compliance with CORSIA, and airlines can use SAF, approved offsets, and other strategies to meet the target. Compliance with CORSIA is currently voluntary but will be mandatory for all participating countries beginning in 2027, potentially creating new demand for SAF globally. In the US, the federal government has established a “SAF Grand Challenge” to reduce the cost, enhance the sustainability, and expand the production and use of SAF. The overarching goal of the effort is to scale SAF production to 3 billion gallons per year in 2030 and 35 billion in 2050. This multi-agency initiative includes coordination on research and development investments, demonstrations, and SAF supply chain support. In addition, the federal Renewable Fuels Standard (RFS) and California’s Low Carbon Fuel Standard (LCFS) include provisions allowing jet fuel producers to opt-in to these life-cycle GHG reduction programs with compliance credits acting as a supplemental revenue stream to support production. The US Infrastructure Investment and Jobs Act (IIJA) and Inflation Reduction Act (IRA) both provide support for SAF supply and demand creation. The IRA provides a SAF production tax credit of up to $1.75/gallon for very low life-cycle GHG fuels through 2027. The IRA also includes tax credits for carbon capture, DAC, clean hydrogen, and clean electricity production, all of which indirectly support SAF deployment by decreasing the cost of SAF feedstocks. All these policies have the potential to substantially cut the delivered cost of SAF, and we plan to assess the net cost implications of all these programs in future analysis. A recent Rhodium Group analysis of the IRA considered how much the new SAF production tax credits improved the cost-competitiveness of low and high cost SAF production pathways eligible for the maximum credit value. We estimated that SAF produced via the low-cost pathway could reach price parity with conventional jet fuel in 2027, the last year the credit is available (Figure 5). Although the IRA can potentially improve the economics of some production pathways, our analysis suggests that additional incentives and/or tax credits will be needed for more of the costlier pathways to be cost-competitive. We have a more in-depth analysis of the impact of tax extenders that is forthcoming. Getting SAF to scale SAF has the potential to play a major role in fully decarbonizing aviation. If the industry scales up enough to produce the majority of aviation fuel, hundreds of thousands of new industry jobs will be created. However, varying levels of technology readiness across the different technological pathways and general uncertainty about the future availability and pricing of sustainable feedstocks makes it unclear as to which pathway will emerge as dominant. HEFA is currently the more mature of the pathways. It is also the least expensive to produce and is currently commercially viable. However, because of high feedstock costs and feedstock limitations, it will serve as only a near-term decarbonization solution. Other biogenic pathways like AtJ and Gas-FT will likely serve as medium-term solutions as they eventually reach technical and commercial maturity and increasingly become more cost-competitive. Their deployment and possible viability in the long run will largely depend on future feedstock supply. The current costs of PtL likely prevent it from being a near- or medium-term supply source for SAF. Sizeable declines in electrolyzer costs and the costs of CO2 capture, as well as a growing abundance of clean electricity sources—all of which are associated with PtL production (Figure 6)—will be necessary if it is ever to reach some degree of price parity in the future. Despite the technology development and cost hurdles PtL faces, it is the only SAF technology that has the potential for unbounded production as it does not face the feedstock limitations that the biogenic pathways do. Future Rhodium work will explore ways to bring down these costs and technology deployment hurdles. More specifically, we will investigate how policies like the IRA improve PtL economics. Our observations of growing investment in domestic first-of-a-kind SAF facilities along with mounting policy support (i.e., IRA, expansion of RFS and LCFS) suggest that industry stakeholders and policymakers alike understand the vital role SAF could play in decarbonizing US aviation. However, these efforts alone are not enough. More must be done to overcome the existing supply-side and demand-side hurdles, which greatly inhibit the scaling of SAF. The US government could push for more public-private partnerships for SAF production. And long-term policy frameworks are critical for getting SAF to scale. Possible avenues include continued government support (at both the federal and state levels) in the form of additional policy incentives, consumption mandates for airlines, further backing for SAF R&D and demonstration plants, and implementing policies that de-risk SAF plant investments. [1] It is worth noting that SAFs are a subset of clean fuels which are drop-in fuels used anywhere in the economy that generate fewer life-cycle GHG emissions than their conventional counterparts. Many of the SAF processes are like those that produce clean fuels used elsewhere in the economy. If the US does succeed at widespread economy-wide decarbonization, it is likely that clean fuel facilities will produce multiple types of fuels including SAF. We focus on SAF specifically in this note because clean fuels are most needed in the aviation sector. [2] The other four pathways include: (1) Fischer-Tropsch synthesized kerosene with aromatics (FT-SPK); (2) Synthesized iso-parafinns (SIP); (3) Catalytic hydrothermolysis jet (CHJ) fuel; and (4) Hydroprocessed hydrocarbons – synthesized isoparaffinic kerosene (HC-HEFA). Sustainable Aviation Fuels: The Key to Decarbonizing Aviation Special Report: Aerospace – Up, Up and Away BY Mark Madler JANUARY 2, 2023 Mark Groden, the founder and chief executive of Skyryse, estimated there have been 2,000 general aviation deaths since he launched his company in 2016. Groden said that number should be reduced when his El Segundo-based aerospace company begins delivery of its FlightOS software. “Our goal is to make it easier and safer for pilots to fly general aviation aircraft,” Groden said. The aerospace industry is still a major one in the Los Angeles basin. It encompasses the big players like Aerojet Rocketdyne Holdings Inc., Northrop Grumman Corp. and The Boeing Co., down to the small machine shops that do work for the big boys. It also includes startups and newer companies such as Skyryse, Long Beach-based Rocket Lab USA Inc. and Space Exploration Technologies Corp., better known as SpaceX, which is based in Hawthorne. Last month, L3Harris Technologies Inc., which is based in Melbourne, Florida, announced it was acquiring Aerojet Rocketdyne in an all-cash deal valued at $4.7 billion. The deal is expected to close this year, subject to regulatory approvals and clearances and other customary closing conditions. According to a 2016 study by the Los Angeles County Economic Development Corp., the Southern California aerospace industry brought in about $40 billion in revenue in 2014. Southern California is made up of eight counties stretching from Kern down to San Diego. “Of this, aircraft accounted for the most sales, reaching $12.9 billion, or almost one third of all output. Instrumentation accounted for $11 billion, or 27.5% of the total, while aircraft parts accounted for $8.5 billion. The value of production of guided missile and space vehicles and their related parts reached $6.5 billion in 2014,” according to the study done in conjunction with the San Diego Regional EDC. About 246,000 direct, indirect and induced jobs were created by the aerospace market in Southern California in 2014, a number that includes commercial, military and civilian employees, the LAEDC report found. “Most people don’t realize this, but aerospace is larger than agriculture and entertainment combined in its annual economic impact,” said Mark Taylor, director of state government operations for Chicago-based Boeing. In his role, Taylor, who is based in California, helps manage the state and local government relations work and corporate giving in the state. At the El Segundo facility of the Chicago-based aerospace and defense contractor, one will find the largest satellite factory in the world. In November, it delivered two communications satellites to a European customer, SES S.A., to provide internet connectivity. Those satellites were launched last month. “That same team supports all of our space missions, including the SLS (rocket) that just powered the Orion capsule on its first journey around the moon and splashed down in the ocean outside of San Diego,” Taylor said. Special Report: Aerospace – Up, Up and AwayThe space team, beginning this year, will also support the Starliner capsule, which will take astronauts to and from the International Space Station. “We have about 13,000 employees in the state, and in addition to the work they do supporting our space business, we have a large contingent of employees that work to support our commercial airplane business,” Taylor added. With some 14,000 commercial jets operated around the world by 900 customers, all of the support work is done in California from the global operations center, Taylor continued. “So, our engineers and customer-service folks help our customers when issues arise with the planes and keep them operating safely and effectively,” he said. Boeing also has three subsidiaries in the region – Millennium Space Systems in El Segundo, CDG in Long Beach and Spectrolab in Sylmar. The San Fernando Valley company is one of the leaders in the manufacturing of solar arrays for space products – satellites and the like. Solar panels made at Spectrolab were installed recently on the International Space Station. “They just helped repower the space station with new, much more efficient, modern solar cells,” Taylor said. “They roll out (the solar cells) on top of the existing structure, which is pretty amazing.” And, finally, there is the activity in Huntington Beach on the XL uncrewed undersea vehicle that is being developed for the U.S. Navy. “From deep sea to deep space, there’s a lot of exciting stuff happening here,” Taylor said. At Skyryse, the company is still months away from getting its software in the hands of aircraft manufacturers and owners. Still, the company is growing so rapidly that it will relocate to a new headquarters this month, also in El Segundo. “We wanted to keep our headquarters in El Segundo because we are in the aerospace industry and there is a lot of good aerospace talent in the El Segundo area,” Groden said. The company is also expanding in Ventura County, where it uses a regional airport to do flight tests with R66 helicopters made by Robinson Helicopter Co. Inc., which is based in Torrance. Boeing technicians work on a satellite in the company’s El Segundo facility. Groden did not disclose the name of the airport, an effort to prevent individuals from attempting to look at the contents of the hangars and filming the flight tests, Groden said. “It’s not comfortable for the team, which is focused on safety,” he added. The company is also focused on empowering pilots and making it easier and safer for them to fly with the firm’s FlightOS software. Skyryse is doing that with technology familiar to the Federal Aviation Administration, Groden said. “That is different from what other folks are doing,” he added. “All of the pieces that we have built into our product FlightOS have been certified by the FAA.” The software replaces the complex controls in a typical cockpit with touchscreen tablets and a joystick, and its fly-by-wire hardware and software handles everything else. The technology protects the pilot from exiting the flight envelope, removes nearly all of the complexities of flying and safely manages the aircraft through emergencies, according to a release from the company. Staying focused Tim Frei, vice president of research and advanced design in the aeronautics systems division of Northrop Grumman, said that people often lose focus on what the company is doing up in Palmdale. The Antelope Valley factory, located on Air Force Plant 42, is where the Falls Church, Virginia-based aerospace and defense contractor produces the center fuselage for the F-35 Lightning II, a single-seat, single-engine stealth fighter built by Lockheed Martin. “Just a few weeks ago we celebrated the delivery of the 1,000th center section,” Frei said. Palmdale is also where the Global Hawk unmanned aircraft and its variant, the Triton, are built, along with the two X-47 prototype aircraft that were the first to autonomously take off and land on an aircraft carrier. It is also where maintenance and upgrades are made to the B-2 Spirit stealth bomber. And the new program for Northrop in Palmdale is the B-21 Raider, the Air Force’s latest stealth bomber. The aircraft was unveiled to the public on Dec. 2. “The B-21 Raider defines a new era in technology and strengthens America’s role in delivering peace through deterrence,” Kathy Warden, the chief executive of Northrop, said in a statement. Frei said that Los Angeles-area operations are forecast to continue to grow in coming years, thanks to programs like the B-21 and other developmental aircraft. Taylor “The work on the B-21, as that program transitions from development into a low-rate and eventually full-rate production, we see increases there,” he added. “We see the F-35 continuing as a program of record. Those are the two major activities in Palmdale.” The company also has significant operations in the Los Angeles basin. At Space Park, in Redondo Beach, one will find the headquarters of its strategic space systems division and its research and advanced design teams. Space Park is also home to a number of functions for aeronautic systems, as well as divisions of the company’s mission systems and defense systems programs. “All four sectors of Northrop are represented here in Redondo Beach,” Frei said. Additionally, a space systems division is housed at a facility in Azusa. In El Segundo, Northrop has a significant aerospace presence completing the buildout of the F-18 aircraft in partnership with Boeing; its advanced composite center and other functions for the company are also at that facility, Frei said. Rocket Lab’s “Virginia is for Launch Lovers” mission will send one of its Electron rockets into orbit from the Launch Complex 2 at Virginia Space’s Mid-Atlantic Regional Spaceport within the NASA Wallops Flight Facility. It is, more importantly for the company, the first launch from the U.S., as all of its previous 32 launches of Electron rockets have been from New Zealand. “This extensive launch heritage already makes Electron the most frequently launched small orbital rocket globally,” the company said in a release. “Now, with two launch complexes combined, Rocket Lab can support more than 130 launch opportunities every year, delivering flexibility for rapid, responsive launch for government and commercial satellite operators.” Back to the Moon SpaceX is also interested in launching satellites, as well as taking humans to the moon. The company, founded by Elon Musk in 2002, received an updated contract in November from NASA to develop a lunar lander capable of carrying astronauts between lunar orbit and the surface of the moon as part of NASA’s Artemis III mission, according to a posting at the SpaceX website. The company will now support a second human landing demonstration as part of the Artemis IV mission. “Additionally, SpaceX will demonstrate Starship’s capability to dock with Gateway, a small space station that will orbit the moon in efforts to support both lunar and deep-space exploration, accommodate four crew members, and deliver more supplies, equipment, and science payloads that are needed for extensive surface explorations.” the website’s posting added. According to the aerospace report from the LAEDC, California has many attributes that the industry continues to draw on. These include ideal climate conditions for flight-testing, large, restricted airspace, a deep labor pool fed by numerous colleges and universities and an emerging startup scene. Still, aerospace employment in the state is less than half of what it was in 1990 due to the end of the Cold War. But a loss of employment does not imply a dying industry, the report said. While experiencing significant declines in employment, the aerospace industry has maintained its sales and revenue, the report found. This comes from innovation and advancements in technology and increases in productivity, efficiency and automation, the report added. “Once home to numerous facilities manufacturing conventional airplanes, today the majority of growth in the industry lies in drone development and space-related technologies,” the report said. Special Report: Aerospace – Up, Up and Away New job website focuses on transitioning veteran skills into civilian resumes By: Craig McKee Posted at 5:12 PM, Jan 03, 2023 and last updated 4:12 PM, Jan 03, 2023 A new year brings new challenges for more than 200,000 men and women who will leave the military uniform behind. However, the transition into a civilian work force isn’t a level playing field for everyone. “We still need, from an employment standpoint, a warm handoff from an individual's last duty station to the community in which they settle,” said Matt Louis. Aside from being a one-time Army Armor officer, Louis spent time in the corporate world working for Procter & Gamble and GE’s aviation and healthcare division, among others. He admits it wasn’t the easiest path. "I struggled valiantly just leaving active duty and getting into graduate school and then from graduate school to the corporate world," Louis said. "I couldn't translate the three-letter acronyms and the military jargon that I had into something that resonated with a corporate executive." In his post-service and now post-corporate world he has focused on improving the transition process for military service members. He authored the book "Mission Transition" which is currently on Amazon’s bestseller list. It’s a step-by-step manual to better inform those transitioning out of the military so they can have a better chance at success. “The second book to come out next summer will focus on the civil side and teaching organizational leaders how to build programs to bring on veterans and military spouses,” he said. Now he’s launched a new company Purepost taking on the next challenge for service members. “We spent five years creating the world's largest proprietary database of translated competencies and skills,” Louis said. Purepost is the most advanced military to civilian jobs platform currently online, according to Louis. “We translated every single role in every single service to its civilian equivalent,” he said. “So now, military, civilian anyone can go online for free for life, and complete what we call passport that instantly translates what you've done to your underlying competencies and skills and matches you to employment opportunities on that basis. No one in the market can do that today.” The passport is something Louis hopes those entering the service will create on day one. “Ideally, people coming into basic training complete a passport, and they just simply refresh it over the course of their career, as they receive training, education, receive promotions, different roles, that builds the additional skills that makes them a better match for incremental jobs in the civilian marketplace,” Louis said. He believes the Purepost site will not only educate veterans regarding how their military skills translate to the civilian workforce, but it will educate employers on the value of hiring veterans and what they can bring to the table. “A stereotype out there is that everyone's a trigger puller,” he said. “Less than 15% of the military, occupational specialties and service are combat-related. So, flip that around 85% serve in capacities that directly translate to civilian equivalent careers outside of the military.” While Purepost is unique in how it translates often obscure jobs or skillsets from the military into a civilian equivalent, the website is open to any jobseekers for free. The number of people already signed up sits at around 40,000 and is growing steadily Louis said. He’s also in negotiations on a new agreement with the Department of Labor to increase the database and help even more people. “The DOL partnership will be huge,” he said. “Just giving us that incremental pipeline of talent, we expect that 40,000 number to grow significantly in the coming months.” Whether you're a company looking to hire or someone looking to find your next career step you can head over to Purepost to check out the website. New job website focuses on transitioning veteran skills into civilian resumes Engineering Opportunities: Austrian Airlines Eyes 24 New Mechatronics Apprentices BY CHANNING REID PUBLISHED DEC 26, 2022 Interested apprentices have until February to apply for the training program. Austrian Airlines is looking ahead into the New Year and beyond as it seeks new participants for its engineering apprenticeship. The flag carrier of Austria announced earlier this week that applications are open for people interested in its exciting and challenging mechatronics training program. Apprenticeship opportunities have reportedly doubled compared to the previous year. The airline said it has supported tomorrow's young professionals for 25 years. "Exciting and instructive training" The apprenticeship is with Austrian Technik, the carrier's technical operations organization, and begins on September 1, 2023. Austrian Airlines COO Francesco Sciortino spoke about the airline's unique training program. “We offer young and motivated talents the opportunity to learn from our many years of tried and tested experience and to gain a foothold in an international company. In return, they bring us ideas and innovation for the entire company. With 24 new apprenticeships, we are giving almost twice as many young people the opportunity for exciting and instructive training in one of the most exciting industries." - Austrian Airlines COO Francesco Sciortino The airline said the training would take place at its own apprenticeship workshop located at Vienna-Schwechat Airport. Over the course of the three-and-a-half-year program, apprentices would get hands-on experience and have the opportunity to work with current professionals in the industry. A hands-on type of experience Austrian Technik said a team of 500 highly motivated engineers and carefully trained technicians work in shifts around the clock to ensure Austrian's fleet of 63 aircraft remains in good shape. "Our technicians guarantee customer satisfaction by demonstrating commitment, professionalism and quality," the organization said. "Our locations allow us to provide aircraft maintenance up to C-check as well as component maintenance, technical modification and maintenance training." The apprenticeship program in its entirety consists of theoretical training at the vocational school and seminars with internal and external specialists. Apprentices would also gain experience from various technology tasks, including building mechatronic parts and systems and learning how to process metal. "They are also looked after, challenged and encouraged by the apprentice trainers and the entire technical team," the organization added. "The apprenticeship includes practice-oriented "on-the-job training" in the specialist workshops and in aircraft maintenance, as well as subject-specific Category A training, with which the apprentices are prepared for the future working environment." Get the latest aviation news straight to your inbox: Sign up for our newsletters today. Becoming a professional in the real world When the apprenticeship is complete, trainees would also gain a high school diploma in the mechatronics production technology field and be qualified for a handful of technical engineering positions in the aviation industry. Austrian said the program would additionally provide several benefits for participants, similar to current employees. "Discounted flight tickets, a company cell phone, or internal events are just a few examples that make working at Austrian Airlines even more exciting," the carrier said. The carrier confirmed that as many as 11 apprentices completed the program this past April. Two apprentices continued their studies while the other nine accepted employment as fully trained specialists at Austrian Technik. Interested apprentices for the fall 2023 apprenticeship have until February 19th to apply. Engineering Opportunities: Austrian Airlines Eyes 24 New Mechatronics Apprentices Aviation Maintenance Team Builds Cohesion Overseas By 2nd Lt. Tiffany Paruolo, 36th Combat Aviation Brigade (36th ID, TXARNG) AL ASAD AIR BASE, Iraq – The 36th Combat Aviation Brigade, “Task Force Mustang,” 36th Infantry Division, Texas Army National Guard, assigned maintenance Soldiers from different units to develop cohesive teams for the Combined Joint Task Force – Operation Inherent Resolve mission across Iraq and Syria. These teams deliver expert aircraft maintenance, trusted by Army pilots for various flight missions conducted around the clock, 24/7. One team is led by Sgt. 1st Class Joe Palacio, noncommissioned officer in charge from Delta Company, 2nd Battalion, 149th Aviation Regiment, General Support Aviation Battalion, 36th CAB. It is responsible for all Army aircraft maintenance at Al Asad Air Base. “We all came together from different stations, and that is what made us better — the cohesion of everyone coming together,” Palacio said. “Everyone understood the situation and what was needed to be done to take on this mission.” The maintenance team comprises Soldiers from across Task Force Mustang’s battalions: the 2-149th GSAB, known as “TF Roosevelt,” the 3rd Battalion, 142nd Aviation Regiment, Assault Helicopter Battalion from the New York Army National Guard, known as “TF Rough Riders,” the 449th Aviation Support Battalion (449th ASB), known as “TF Dark Horse,” and the 1st Battalion, 101st Aviation Regiment, known as “TF No Mercy.” TF Mustang has primarily UH-60M Black Hawk, UH-60L Black Hawk, and CH-47F Chinook aircraft that require nonstop maintenance at Al Asad Air Base. Aviation maintenance technicians from New York were familiar with the UH-60M, whereas 2-149th GSAB’s Soldiers from Texas and Oklahoma were used to the UH-60M and UH-60L. Yet, only those from Oklahoma were familiar with the CH-47F aircraft. Palacio, who has deployed overseas five times, brings a wealth of experience in managing the avionics team, UH-60 Black Hawk helicopter maintenance platoon, and back shops of personnel from different battalions. He discussed the challenges his team has overcome the past five months. “Everyone was nervous at first and were not communicating because they didn’t know each other. No one knew what to expect,” he said. “But, because one person knows more than another person, everyone was able to learn more above their means. Once everyone began sharing their knowledge altogether, all of our mechanics advanced.” After coordinating 15 morale barbecues, feeding more than 75 Soldiers and neighbors stationed at AAAB, Palacio says his assigned AMTs have bonded. “We’ve been together for about four to five months, and it feels like we’ve known each other for a lifetime,” he said. “Our junior enlisted Soldiers have become more advanced and capable of completing tasks with minimal supervision. I now feel comfortable for them to go out on their own because of how much they’ve learned.” Spc. Danny Pham, from Delta Company, 2-149th GSAB, and an aircraft electrician in the aviation maintenance team, reflected on his first overseas assignment. “During our mobilization at Fort Hood, it felt overwhelming because I didn’t know anyone I was working with and I had little-to-no experience doing maintenance tasks all on my own,” said Pham. “The job can be stressful, but the people around me kept pushing each other to get work done.” Pham credits Palacio and one of his assigned direct supervisors, Sgt. Michael Rivera, from Delta Company, 3-142nd AHB, for their leadership and guidance. “Once at AAAB, everything started to get easier with maintenance plans and schedules,” he said. “... Our deployment is more fun than I expected it to be. It’s enjoyable.” Spc. Stephon Johnson, UH-60 helicopter mechanic from Delta Company, 3-142nd AHB, and a former Marine mechanic on the 6116 Osprey Tilt-rotor helicopter, felt the same way about adapting to the new op-tempo. “First, during pre-mobilization, I was worried,” said Johnson. “A lot of Guardsmen were nervous because they don’t do their job as much back home, as it isn’t the same type of maintenance as it is overseas. Back home, it isn’t as urgent to fix aircraft while waiting on parts as compared to here.” Johnson was at Camp Buehring, Kuwait, for two months before joining the maintenance team at AAAB. “It was a lot of work getting the aircraft ready at Camp Buehring, but here, the maintenance is more pressing — you have to move with more urgency because the aircraft cannot be down for an extended period of time,” he said. “But there is a better balance here for getting the job done and building unit cohesion. It feels like a family here.” Spc. Collin Palmatier, avionics mechanic from Bravo Company, 449th ASB, focuses on electronic components for Black Hawk and Chinook helicopters. “When I first got here, I had some challenges. It had been a while since my advanced individual training, but I was able to learn from several maintenance mistakes and apply best practices quickly,” said Palmatier. Staff Sgt. Robert Aulet, section sergeant from Delta Company, 3-142nd AHB, oversees back shops that provide maintenance to sheet metal, prop rotor, power plant (engine), and hydraulics. “Each shop plays a vital role to maintaining a high-operational rate to ensure our aircraft are safe and ready to launch,” Aulet said. “Before our mobilization, no one knew how these shops were going to integrate across multiple work sites and units. This challenged all of us to step out of our comfort zone and learn how to work together.” Staff Sgt. Zachary Gallant, avionics section sergeant for Bravo Company, 449th ASB, supervises 15 Soldiers within the aviation maintenance team. “Merging five different states between three different units was a struggle,” said Gallant. “In the beginning of our tour, it took a little time to learn everybody’s maintenance level and work ethic, but eventually, everything worked out. Now, we’re all very close.” Gallant said their technicians have maintenance levels zero through three, which determine if a Soldier or AMT can work unsupervised. Maintenance levels zero to 1 can only work if they are supervised by level 2 or 3 personnel. “At the beginning of our mission, about 80 percent of our AMTs started at level zero,” he said. “Since then, we have increased everyone’s maintenance level, and we’ve determined that 75 percent of our total AMTs will be at level 2 by the time they are mission complete.” Staff Sgt. William Shaleesh, standardization instructor and UH-60 helicopter repairer attached to Alpha Company, 3-142nd AHB, said the maintenance team is one of the best he has worked with in his 18 years in the Army National Guard. “I have seen every one of my own guys, including outside units and our own detachment of Soldiers from 3-142nd AHB, working tirelessly together,” he said. “If one fails, we all fail. No one is an individual — we are all here together as one team.” Aviation Maintenance Team Builds Cohesion Overseas Dassault Continues MRO Expansion with Melbourne Site by Jerry Siebenmark - January 3, 2023, 9:44 AM In its continuing efforts to bring more maintenance work in-house, Dassault Falcon plans to begin construction in the second half of the year on a 175,000-sq-ft maintenance facility at Melbourne Orlando International Airport (KMLB) in Florida. An opening is expected in late 2024. Dassault’s aim with the facility is to serve Falcon customers in North and South America. The facility will accommodate major maintenance and modifications on up to 18 Falcon aircraft simultaneously. “This new factory service center will considerably grow our presence in the U.S., positioning us to keep up with demand for state-of-the-art maintenance services as the Falcon fleet grows and as new models such as the Falcon 10X and the extra widebody Falcon 6X enter service,” said Dassault Aviation chairman and CEO Eric Trappier. As a heavy maintenance facility, the center will handle a range of inspections, repairs, and overhauls such as line maintenance and C-checks, as well as engineering and modification services. Features will include workshops, customer offices and lounges, and a large warehouse to support work there. The Melbourne service center will also have a 54,000-sq-ft paint shop and serve as a regional distribution hub for parts. Dassault selected Melbourne as the site for its maintenance facility because of the area’s skilled workforce, which includes about 35,000 people employed in aviation and aerospace. The region is also home to Embry-Riddle Aeronautical University and the Florida Institute of Technology. “We extensively evaluated several areas before we found that the business environment in Florida, along with its highly skilled workforce on the Space Coast, to be the perfect combination for this project,” Trappier said. The Melbourne project marks Dassault’s latest move to bolster its service support in the U.S. Last February, the airframer announced a company-owned Falcon service center at Long Island MacArthur Airport (KISP) in Islip, New York. There, the company is operating from a leased hangar that can house up to six Falcons and provides scheduled maintenance, AOG support, and pre-purchase evaluations. The KISP center replaced Dassault’s service center in Wilmington, Delaware. Additionally, the OEM added service capacity at its other U.S. sites, including its Little Rock, Arkansas completions center and service centers in St. Louis, Missouri; Stuart, Florida; and Reno, Nevada. Specifically, an additional maintenance bay was added in Reno, along with improved customer amenities and more efficient work areas. Internationally, Dassault has bolstered its service network in the past couple of years through the roll-up of ExecuJet MRO Services, TAG Maintenance Services—now Dassault Aviation Business Services—and Ruag’s operations in Geneva and Lugano, Switzerland. That growth is continuing into this year with the opening of a 163,000-sq-ft ExecuJet MRO Services heavy maintenance facility in Dubai. The company has also begun construction on a 149,500-sq-ft heavy maintenance center in Kuala Lumpur, Malaysia. When complete, that facility will accommodate between 18 and 24 Falcons, including the 6X and 10X. In all, Dassault has 40 factory service centers and 20 authorized service centers worldwide. Dassault Continues MRO Expansion with Melbourne Site Curt Lewis