February 8, 2023 - No. 007 In This Issue : Embraer Confirms Launch Delay for Proposed Turboprop : Strutted Airliner Might Replace 737 : Could hydrogen-powered aeroplanes be the future of aviation? : H2FLY to build aviation center at Stuttgart Airport to support hydrogen electric plane testing : What the Columbia shuttle disaster tells us 20 years on Lukas Stock : Could hydrogen-powered aeroplanes be the future of aviation? : Piper M600 Production Line Gets Robot Helper : Aerodynamics and the art of aircraft design : Exciting new careers are taking off with Airbus! Embraer Confirms Launch Delay for Proposed Turboprop by Gregory Polek - January 26, 2023, 11:45 AM The proposed Embraer turboprop's rear-mounted engines could allow for adaptation for hydrogen power by 2045. (Image: Embraer) Embraer’s plans for a new conventionally powered turboprop have yet to crystalize as executives reconsider their timeframe targets for an industrial launch. While the company continues studies into the airplane’s technical characteristics, the previous launch target of the middle of this year appears unlikely to hold given that talks with potential suppliers will extend beyond original expectations, Embraer Commercial Aircraft CEO Arjan Meijer told AIN on Thursday. “We aren’t going to hit the deadlines that we gave before and we won’t give a new deadline because we don’t want to be in a defensive position,” he said. “We’re not there with the system providers across the board. We’re trying to hit the design spot for the turboprop from all the different aspects, so if we don’t get there, we’re not launching. We need more time.” Nevertheless, the delay won’t necessarily change the 2028 entry into service date the company last projected, Meijer added. “We can delay and still make the 2028 [target],” he explained. “But at this point, I don’t know how much time we need…It’s not always helpful to run up to a deadline. You need to let these things evolve.” Of course, a lengthy entry-into-service delay could affect the total market for a conventional turboprop given the likely introduction of technology such as hybrid-electric power in the mid to late 2030s. In fact, ATR has revealed plans to introduce a hybrid-engine-powered turboprop in 2030, although that project remains the subject of study by engineers and market analysts and few details on its technical characteristics have emerged. Embraer head of engineering Luis Carlos Affonso has estimated that a 15-year window exists between the introduction of a conventionally powered turboprop and one powered by new technologies. Meanwhile, Meijer said the believes it will take longer for new propulsion technologies such as hybrid-electric and hydrogen to advance enough to efficiently power a heavier, larger turboprop suitable to carry between 70 and 90 passengers such as Embraer has proposed. A so-called sustainability roadmap published by Embraer last year shows the introduction of a hydrogen-powered turboprop in 2045. Embraer’s proposed new conventionally powered turboprop design has already evolved significantly since its conception in 2017. Most notably, it has changed the position of the engines from under the wings to at the rear of the fuselage—a move meant to ease maintenance tasks, mitigate noise, and simply improve the airplane’s aesthetics. Meanwhile, its decision to use a metal fuselage based on the one developed for the original E-Jets will mitigate development risk, said Meijer. With the replacement of the engines from under the wings to the back of the fuselage, Embraer already has begun considering its current plans' adaptability to future propulsion developments such as hydrogen. In terms of where among the company’s commercial aircraft product offerings the turboprop will fit given an apparent overlap with the current E-Jets, Embraer executives say they see no risk of cannibalizing its jet market with the new propjet. Although planning to design the smaller of the two models to fit 70 seats in a single-class configuration, Embraer sees airlines choosing a multi-class application carrying closer to 50 seats, particularly in the U.S. The 90-seater will find a home in places such as Asia, where characteristics such as a 20 percent speed improvement over today's ATRs and higher seating capacity will, according to Embraer, help it erode the competing company’s currently dominant position. Embraer Confirms Launch Delay for Proposed Turboprop Strutted Airliner Might Replace 737 By Russ Niles - Published: January 28, 2023 Updated: January 29, 2023 Boeing says its collaboration with NASA on a highly efficient single-aisle airliner could lead to a replacement for the 737. In an earnings call on Wednesday, Boeing CEO Dave Calhoun confirmed that the Sustainable Flight Demonstrator meets the “standard needed to launch a commercial airplane” with its major increases in fuel efficiency. “The program that we’ve embarked on here is how do you commercialize it?” Calhoun told the call. “So, there’s real intent there to be able to do it.” NASA is kicking in $425 million of the $1.2 billion cost of building a prototype of the new airliner with its long “transonic truss-braced” wings. The glider-like wings will cut drag and improve efficiency by up to 30 percent over the 737 MAX and Airbus A320neo. NASA said it wants to see the design become commercially viable, and Calhoun said that’s where the project is headed. “It will definitely have a role to play someday in the narrowbody world,” Calhoun said. Strutted Airliner Might Replace 737 Global Aeroengine Fan Blades Market Growth Factors, Applications, Regional Analysis | Safran, GE Aviation, Pratt & Whitney, Rolls-Royce, GKN Aerospace, Chaheng Precision 01-27-2023 12:07 PM CET | Industry, Real Estate & Construction Press release from: Analytics Market Research Aeroengine Fan Blades Market research report The part of a gas turbine or steam turbine that makes up the turbine section is called an aero engine fan blade. The high temperature, high pressure gas that the combustor produces must be converted into energy by the blades. The gas turbine component is frequently constrained by the fan blades of aero engines. Turbine blades also frequently employ exotic materials like super alloys and a variety of cooling techniques, including internal and exterior cooling as well as thermal barrier coatings, to survive in this hostile environment. In steam turbines and gas turbines, blade fatigue is a significant cause of failure. Stress brought on by vibration and resonance within a machine's operational range is what leads to fatigue. Friction dampers are utilised to shield blades from these high dynamic loads. Due to qualities including high stiffness, low weight, corrosion resistance, and thermal conductivity, aluminium and its alloys are frequently utilised in the production of aero-engine fan blades. Due to its lightweight properties, which assist lower fuel consumption and greenhouse gas (GHG) emissions, original equipment manufacturers (OEMs) are predicted to have a high demand for aluminium and its alloys in the aeroengine fan blade industry. Get PDF sample report @ https://analyticsmarketresearch.com/sample-request/aeroengine-fan-blades-market/42666/ In terms of revenue share, that metal with exceptional corrosion resistance, high strength, and lightweight characteristics is titanium and its alloys. It is perfect for usage in a variety of applications because it is also far more lightweight and enduring than the majority of other metals, like steel or aluminium. Due to their fundamental characteristics, titanium and its alloys are suited for use in the production of aeronautical engine fan blades. When two or more separate materials are mixed to form a composite, a new material with better qualities is produced. The new substance may have advantages over the constituent components in terms of strength, weight, and durability. Could hydrogen-powered aeroplanes be the future of aviation? H2FLY to build aviation center at Stuttgart Airport to support hydrogen electric plane testing Scooter Doll | Jan 30 2023 - 9:07 am PT Zero emission powertrain developer H2FLY has announced a joint project alongside Stuttgart Airport to develop and erect a Center for Excellence in Hydrogen Aviation. Together, the aviation teams will implement a purpose-built facility at the airport specifically designed to support hydrogen electric plane testing for passenger flights. H2FLY is a company that specializes in the development of hydrogen electric aviation technology, hoping to be one of the first to deliver a qualified propulsion system to market. We’ve recently covered news of other companies completing their maiden testing flights using hydrogen electric planes, but H2FLY’s first flight was all the way back in 2016. The HY4 hydrogen electric plane that completed that flight is still going through testing and broke a world record in 2022 when it soared above 7,000 feet in the sky during a 77-mile journey across Germany. With nearly a decade of experience in zero-emissions aviation, H2FLY says it is continually seeking out ways to support its partnerships and accelerate its technology in Germany and the rest of the EU. As a Stuttgart-based company, H2FLY has found support at its local airport, where it will implement a new facility for hydrogen electric plane testing, research, and development. Left to right: Nico Buchholz, CCO, Deutsche Aircraft, Winfried Hermann, Baden-Württemberg’s Minister of Transport, Dr. Anna Christmann, Federal Government Coordinator of German Aerospace Policy, Winfried Kretschmann, Minister-President of Baden-Württemberg, Prof. Dr. Josef Kallo, co-founder and CEO of H2FLY, Walter Schoefer, CEO of Flughafen Stuttgart GmbH Credit: Flughafen Stuttgart/H2FLY/Maks Richter Stuttgart to become hub for hydrogen electric plane testing H2FLY states that the Hydrogen Aviation Center at Stuttgart Airport will be developed and constructed as a joint project between both parties and will be supported by the government of Baden-Württemberg using funding from its Ministry of Transport. The Center itself will provide a centrally located aviation facility where businesses and scientific institutes alike can perform development and testing of hydrogen electric propulsion with the goal of delivering zero emission passenger planes someday. Minister-President of Baden-Württemberg Winfried Kretschmann spoke: We’ve been following our own hydrogen roadmap in Baden-Württemberg for two years. With hydrogen set to play a crucial role in tomorrow’s transport and logistics sector, one of our aims is to establish ourselves as a leading region in the transformation of aviation. To achieve this, we need concrete actions – such as the new Center of Excellence for Hydrogen in Aviation at Stuttgart Airport which is being co-financed by the government of Baden-Württemberg to the tune of €5.5 million. Aircraft such as those being developed here point the way to the future of emission-free flight. This project will enable our region to become not just a center of R&D for hydrogen aircraft, but eventually also a manufacturing center, and demonstrate how we are countering climate change with a spirit of innovation. This footprint in Stuttgart will eventually consist of a dedicated hangar with testing stands, workshops, plus an integration area for hydrogen electric plane conversions or installations. The joint project is also planning an outdoor area for demonstrations. H2FLY states the testing infrastructure will require mega-watt scale components and subsystems as well as close collaboration with the airport, commercial companies, and scientific institutes. Looking ahead the next few years, H2FLY expects hydrogen electric planes to be able to transport 40 passengers distances of up to 2,000 kilometers (1,240 miles), but there is still plenty of testing that will need to take place. The Hydrogen Aviation Center is expected to open in late 2024 and is expected to become the hub for hydrogen electric plane testing and development and H2FLY welcomes all interested organizations to utilize the facilities. H2FLY to build aviation center at Stuttgart Airport to support hydrogen electric plane testing What the Columbia shuttle disaster tells us 20 years on Lukas Stock 01/31/2023 January 31, 2023 Twenty years ago, NASA's space shuttle fell apart on its return to Earth. The crew perished — but the disaster could have been avoided. Note: Graphics are available in the original article. On the morning of February 1, 2003, US President George W. Bush went live on television to address to the American public. It was the second time during his still young presidency that Bush had had to break bad news to the nation. What Bush had to say said would shake America and, indeed, the entire world. "My fellow Americans, this day has brought terrible news and great sadness to our country," he said, "the Columbia is lost. There are no survivors." A few hours earlier, just before 8:50 a.m. eastern time in the US, a sensor on the shuttle had reported a strain on the spacecraft's left wing. The wing was higher than it should have been. But that warning was not displayed to the crew. And within minutes, Columbia's return to Earth turned to disaster, leaving the crew of seven to perish. A vehicle of exploration Columbia was the American space agency NASA's first active space shuttle. The shuttle or orbiter, as it was also known, was a white, plane-shaped spacecraft that became symbolic of NASA's space program, and more generally, space exploration in the late 1970s and 80s. From 1981 to 2003, Columbia flew 28 times, including that fateful, final mission. Columbia STS-107 was a routine mission to conduct scientific experiments in space. It launched from Kennedy Space Center in Florida, USA, on January 16, 2003. But right from the start, things had gone wrong. A piece of foam — used to insulate the shuttle's super-cold fuel — had broken off from a booster rocket during the launch from Earth. And that bit of foam had hit the wing of the orbiter. Crew of Columbia mission STS-107 (left to right): Kalpana Chawla, Laurel Clark, William "Willie" McCool, Rick Husband, David Brown, Ilan Ramon and Michael Anderson Image: NASA/Getty Images Failure of damage assessment By the second day of the mission, NASA had discovered what had happened. But a decision was made to continue with the mission without fixing the damage or evacuating the astronauts. The crew was notified about the debris strike via an email from mission control, but was assured that the "same phenomenon [had been seen] on several other flights" and that there was "absolutely no concern" about its affecting their re-entry into Earth's atmosphere. But when the Columbia shuttle began its descent back to Earth after roughly two weeks in space, the decision to do nothing proved to be wrong — and fatal. Fate of the astronauts After the accident, a team of investigators known as the Columbia Accident Investigation Board (CAIB) looked into what had happened. The CAIB concluded that when the foam broke off during launch, it "breached" or damaged an outer thermal protection system. That damage had then allowed "superheated air" to melt the orbiter's aluminum structure. Ultimately, that had caused the orbiter to breakup during its re-entry and descent to Earth. The investigators found debris scattered on the ground. The astronauts onboard the Columbia shuttle probably experienced a rapid depressurization due to the breakup about a minute and thirty seconds after the final words of the crew were transmitted to mission control. Then, they lost the connection. It is unclear whether that depressurization was their cause of death. They were likely also exposed to severe physical trauma when the spaceship started spinning rapidly. Then as the spaceship disintegrated, their now unprotected bodies would have been exposed to extreme heat due to atmospheric friction. And, finally, there was the impact on the ground. But it could also be seen, as it happened above people's heads in the sky. The Columbia Space Shuttle broke up as it re-entered Earth's atmosphere and it could be seen from the ground Image: Scott Lieberman/AP Photo/picture alliance Spaceflight is still difficult and dangerous The story and investigation into the 2003 Columbia space shuttle accident illustrates how dangerous and difficult spaceflight was — and is to this day. At the time, the CAIB described spaceflight as being in a "developmental" phase — and that was 30 years after the Apollo moon missions. Those missions were a huge success for space exploration overall, but they were also marked by technical difficulties and tragedy. A 2022 research papernoted that the highest fatality rate in spaceflight was in the 1960s. The lowest was in the 1990s and that "since 2003, no astronaut fatality has been reported." The study authors calculated a total fatality rate (deaths per spaceflight) of 5.8% up to the paper's publication in 2022. "With greater international cooperation and maintaining of the International Space Station (ISS), the number of manned spaceflights and days spent in space has constantly increased," wrote the researchers, adding that there had been "constantly lower rates of incidents and accidents." Spaceflight is no less difficult today than it was 20 years ago, or in the 1960s, but space agencies have introduced safety reforms and regulations as our knowledge and experience of space improves. Was NASA to blame for the Columbia shuttle accident? As the Investigation Board concluded, there were — what they called — "organizational causes" for the disaster. That suggests that NASA, as an organization, bore some responsibility for what happened. But no individuals at NASA or elsewhere were ever charged with any form of culpability. The Columbia Accident Investigation Board found technical and organizational causes for the disaster. Here, debris from the space shuttle were being collected and sorted on a grid in March 2003 Image: NASA/Getty Images An option left untaken It is likely that the lives of the Columbia's crew could have been saved. While the Investigation Board judged that it was unlikely that the damage to the orbiter could have been repaired in space, the CAIB said it would have been "challenging but feasible" to launch the Atlantis, another space shuttle, to save the astronauts on the Columbia shuttle. They said that by working around-the-clock shifts, seven days a week, the Atlantis could have been prepared for launch by February 10 — five days before food and other resources on the Columbia would have run out. But the plan was not put into action. Edited by: Zulfikar Abban What the Columbia shuttle disaster tells us 20 years on Lukas Stock Could hydrogen-powered aeroplanes be the future of aviation? As humanity grapples with the realities of climate change, green and sustainable aviation has become an utmost priority in the twenty-first century. Hydrogen-powered aviation appears to be the best alternative Rendered images by DALL-E 2 from the text prompt: “a hydrogen fueled plane, digital art.” In 1903, just nine weeks before the Wright Brothers made their first flight, the New York Times estimated that the development of aircraft would take between 1 million and 10 million years. Back then, air and space travel was often portrayed as being impractical or even downright egotistical. Over a century following the first flight, air and space travel has come a long way. Mankind has reached the moon and has even established its abode in international space stations, while international flights have become a day-to-day affair. However, as humanity reckons with its reckless use of fossil fuels, green and sustainable aviation has become an utmost priority in the twenty-first century. And thanks to the aspiration, tenacity, and ingenuity of many like the Wright Brothers, green aviation might become a reality soon. The problem with traditional air travel At present, 3.5% of total greenhouse gas emissions are caused by air travel. Petrobras Aviation Kerosene (QAV), the fuel of choice for modern aircraft, emits dangerous levels of carbon dioxide (CO2) into the environment. In fact, the fastest-growing global cause of climate change is aviation. The International Coalition for Sustainable Aviation predicts that the number of people flying worldwide will double to 8.2 billion by 2037. Moreover, up to 22% of all of our carbon emissions by 2050 may come from this industry. We are aware that, to reduce global emissions by half by 2030, we urgently need to address the aviation industry's growing impact. Unsurprisingly, scientists have long called for a sustainable alternative. Hydrogen as an alternative fuel Apparently, utilising hydrogen as fuel does not release any hazardous pollutants into the atmosphere. In fact, experiments are already underway to demonstrate the efficacy of hydrogen-powered aircraft. Initial experiments indicate hydrogen-powered aeroplanes can travel just as quickly as conventional ones and can transport more than a hundred people every trip over thousands of kilometres while emitting just water. Moreover, hydrogen is also plentiful and will only become cheaper to create, since it can be made from water. By 2030, the price of renewable hydrogen will have decreased by 50%, according to PWC. With on-site hydrogen generation, costs can be reduced further and the system can become completely emission-free. Additionally, the substitutes, like sustainable aviation fuel, do not address the issue of non-carbon emissions, i.e., nitrogen oxides, particles, soot, and high-temperature water vapour. These molecules can have a greater overall influence on climate change than carbon dioxide does on its own. However, they are not a factor in engines powered by hydrogen. According to McKinsey, hydrogen-powered electric flying has the greatest potential for reducing climate impact as hydrogen fuel cells are between two and three times as energy-efficient as today's gas-guzzling internal combustion engines. When will they be available? According to a paper on hydrogen-powered aviation that was published in the International Journal of Hydrogen Energy last June, hydrogen may perhaps be utilised by 2035 to power a commercial passenger aircraft for up to 3,000 kilometres of flight. A medium-range journey of up to 7,000 kilometres should be feasible by 2040 or later, leaving only long-distance flights to conventional aircraft. Initial experimentation with hydrogen-powered aeroplanes has already begun. For instance, the biggest hydrogen-powered aircraft in history took off from a UK airfield earlier this year, flew a 10-mile loop, and then touched down again approximately 10 minutes later. Although the aircraft, a 19-seat Dornier 228 turboprop heavily modified by ZeroAvia, wasn't quite a jumbo jet, it nonetheless represents a major advancement in the fledgling field of zero-emission aviation. The six-seat aircraft that held the previous record for the biggest hydrogen aircraft also belonged to ZeroAvia. How does the hydrogen-powered engine work? An electric motor on the left wing of the aircraft is powered by two onboard fuel cells that turn hydrogen into energy. A lithium-ion battery provides additional power during takeoff. The aircraft had a traditional kerosine engine powering the second propeller, in case the zero-carbon system failed. The test aircraft had just around 10 kilograms (22 lbs) of hydrogen on board, which was sufficient for a flight time of roughly 30 minutes. "We are looking at 80 to 100 kilograms of hydrogen on board for commercial flights. So much further range," says Val Miftakhov, CEO of ZeroAvia. The firm has more ambitious goals, and this present aircraft is only a first step. A 76-seat regional hydrogen-powered aircraft is presently being developed; it might be completed in 2026. Airbus has shown three concept aircrafts that, according to the company, may be deployed by 2035. The first is a turboprop (propeller-driven) aircraft that can travel 1,000 nautical miles with roughly 100 people on board (1,850km). The second vehicle, a turbofan (jet), could go twice as far with 200 people. Both resemble existing aircraft, but ZeroE (Airbus's zero-emission project)'s third idea has a blended wing that looks futuristic and significantly differs from current commercial versions. Airbus claims that this third design may be able to transport more people over greater distances than the other two, but has not yet provided any further information. As hydrogen hybrids, all three of these systems are intended to be propelled by gas turbines that burn liquid hydrogen as fuel and also produce electricity using hydrogen fuel cells. Possible difficulties on the way Several variables will affect whether or not we succeed in achieving hydrogen-powered air travel soon. First, to transport enough liquid hydrogen in aircraft for these flights, hydrogen storage technology must evolve. It will be necessary to develop new strategies for delivering hydrogen to airports so that aircraft can refuel on runways. Additionally, redesigning the interiors of aircraft will be important to figure out how to include all the requisite systems and tubes for hydrogen-powered commercial aircraft. Additionally, liquid hydrogen has an energy density that is approximately one-fourth that of jet fuel. It follows that a storage tank four times the size is required to store the same quantity of energy. To accommodate the storage tanks, aeroplanes may either need to carry fewer people or grow considerably. Under the first scenario, which pertains to the first two Airbus concept aircraft, ticket sales would decline. The third proposal from Airbus represents the second alternative, which calls for a larger airframe that is more susceptible to drag. Furthermore, storing and transporting hydrogen at airports would need the construction of entirely new infrastructures. There is also the issue of hydrogen being generated at scale and at a competitive price without leaving a significant carbon impact. The vast majority of hydrogen utilised in the industry today is produced from methane, a fossil fuel, with the waste product carbon dioxide. Water can be converted into hydrogen by a process called electrolysis that is powered by renewable energy, but this conversion is presently costly and energy-intensive. Currently, just 1% of hydrogen is created in this manner. Could hydrogen-powered aeroplanes be the future of aviation? Piper M600 Production Line Gets Robot Helper By Kate O'Connor - Published: February 2, 2023 Updated: February 3, 2023 Piper Aircraft has integrated an Agile Manufacturing Robot (AMR) from Wilder Systems into its M600/SLS production line. In partnership with Wilder, Piper has been working on the AMR project since August 2022. To date, the unit has gone through factory calibration and testing with full production handoff expected by the end of the month. “Investing in the latest manufacturing technology is of the utmost importance to Piper Aircraft,” said Greg Spadaro, Piper vice president of operations and supply chain. “As we’ve been manufacturing hand-crafted aircraft for over 85 years, we’re constantly finding new methods of increasing both product quality and manufacturing efficiencies to benefit our customers.” According to Piper, the AMR is an autonomous system that “incorporates a light duty drill unit, HSK-E25 tool holder, and programmable drill process.” For the M600/SLS production line, the robot has been programmed to drill PA-46-600TP wings. The unit measures 12 feet by 8.5 feet and includes a safety system designed to “cease operation if an area within the scanner is triggered.” Piper M600 Production Line Gets Robot Helper Aerodynamics and the art of aircraft design Enabled by high-performance computing, advances in flow simulation are helping Airbus to improve aircraft efficiency Note: Graphics are available in the original article. Aviation’s decarbonisation relies on a mixture of incremental steps and outright technological breakthroughs. To succeed, both approaches need to exist inside a collaborative ecosystem. In this spirit Airbus, DLR and ONERA, two leading European research institutions, are exploring how high-performance computing can improve our understanding of the relationship between aerodynamics and aircraft efficiency. Computational fluid dynamics (CFD) combines applied mathematics, physics and high-performance computing. It’s used to understand how air moves over complex shapes, helping designers maximise lift and minimise drag to make an aircraft as efficient as possible at both low and high speeds. “I always say that CFD is where science meets art. It’s a beautiful thing, a kind of computerised wind tunnel,” grins Airbus’ Head of Aerodynamics Simon Galpin. Galpin oversees a five-year-old partnership with French aerospace lab ONERA (Office National d'Etudes et de Recherches Aérospatiales) and the German Aerospace Center DLR (Deutsches Zentrum für Luft- und Raumfahrt) on behalf of Airbus. “Experts at our fingertips” DLR and ONERA are decades-long Airbus allies. Historically each had worked on separate computer codes, the foundations on which CFD is built. Although the codes were effective in their own right, communication between the different development teams was limited. Gradually it became clear that the codes required collective re-engineering for extreme-scale parallel computing platforms. The partnership addresses that shortfall. “It made sense to combine our efforts,” says Galpin. “We’re developing a new generation CFD code that is ‘industry-ready’ for flow prediction and equally applicable to aircraft, helicopters and space systems.” The signing of the agreement in 2017 was big news in an area that demands substantial time, resources and investment. “From one day to the next the workforce doubled!” remembers ONERA’s Aeronautics Director Philippe Beaumier. “We had a team of experts on both sides of the Rhine at our fingertips.” The partners renewed their commitment in late 2022, with the goal of extending the code to current and future Airbus projects, such as ZEROe, EcoPulse and Open Fan research. In fact, it’s already being used to mature test cases previously thought unfeasible because of limited physical representation and computational capacity. Soon those cases could influence propulsion, engine integration and wing technology choices that will determine the blueprints for a new generation of fuel-efficient aircraft. “We want to improve the predictability of performance right from the design phase,” says DLR’s Dr Markus Fischer, Division Board Member for Aeronautics. “The new code can also help specialists investigate even more radical design concepts, such as the flying wing, with a degree of speed and accuracy that wasn’t within the grasp of previous software.” I always say that CFD is where science meets art. It’s a beautiful thing, a kind of computerised wind tunnel.” Simon Galpin, Airbus Head of Aerodynamics Every gram of energy counts Fischer argues that without unfettered digitalisation to accelerate the pace of innovation, decoupling air traffic growth from emissions can’t be guaranteed. DLR shares Airbus’ and ONERA’s ultimate vision of clean aerospace aviation, which he says will require a disruptive approach. “Decarbonisation calls for a twin revolution,” agrees Beaumier, “one technological and one methodological. Aircraft development cycles need to be halved to realise those ambitions. This is where mature numerical simulation plays a major role.” How does CFD contribute to this vision of clean aerospace? Galpin answers by pointing out that kerosene substitutes are likely to be more costly. “We better be extracting every gram of energy from every kilogram of alternative fuel, using the most efficient aircraft architecture. Using advanced CFD helps us shave off drag little by little.” Attracting future engineers Airbus has access to some of the highest-performing extreme-scale computational systems in the world to help develop and validate the code, helping boost engineers’ confidence in their predictions. It’s an inspiring and rewarding exercise, Beaumier insists, with a real-world application: “To directly support the aeronautical industry’s sustainability goals.” The final word goes to Pascal Larrieu, Airbus Computational Simulation Expert and the company’s lead for developing the new flow solver: “This project opens doors to a diverse, dynamic and Europe-wide research network. We’re convinced our work will help attract future aeronautics engineers to join us in meeting our decarbonisation ambition together.” Innovation at Airbus: Shaping the future of aerspace Aerodynamics and the art of aircraft design Exciting new careers are taking off with Airbus! Note: Graphics included in original article. Building on a 2022 recruitment that already added over 13,000 new staff members, Airbus is launching another hiring drive for 13,000 more employees with skills to support the company’s long-term projects and maintain its position as an aerospace industry leader. The new hires will contribute to Airbus’ pioneering role in sustainable aerospace, while also contributing to its continued business ramp-up and advancing key transformation projects. Future-oriented jobs…and young graduates Approximately one-quarter of the planned recruitment is focused on jobs in such fields of decarbonisation, digital transformation, software engineering and cyber technology. A third of the total recruitment will be allocated to young graduates, from which Airbus plans to evolve future senior functional and business leaders through technical and leadership development, networking and exposure to top management. Thierry Baril, the Airbus Chief Human Resources & Workplace Officer, said Airbus demonstrated its resilience throughout the COVID-19 crisis, and is now very well positioned for the next challenges. “Following the success of our recruitment last year, we will hire over 13,000 new employees again in 2023,” he stated. “We call on talented individuals from all over the world to join us in our journey to make sustainable aerospace a reality and to help us build a better, more diverse, and inclusive workplace for all our employees.” Baril added that Airbus is looking for new hires who are ready for career opportunities in technological transformation and in pioneering sustainable aviation. This next-generation workforce – including engineers, technicians, operators, data analysts, cyber experts and others – will be designing, preparing and building the aerospace industry of tomorrow. We call on talented individuals from all over the world to join us in our journey to make sustainable aerospace a reality and to help us build a better, more diverse, and inclusive workplace for all our employees. Thierry Baril, Airbus’ Chief Human Resources & Workplace Officer Among the key profiles sought by Airbus for its hiring drive are digital and cyber (cyber security, robotics, software engineering, cloud computing), engineering and manufacturing engineering (new energies, hydrogen, aircraft design), and customer services (customer engineering, technical, and material support/services, maintenance technicians). In Airbus’ production environment, hiring opportunities cover such areas as quality, supply chain management, and industrial operations (metal workers, painters, electricians). Baril added that in expanding its global staffing with the new hires, Airbus will continue its emphasis on diversity across the company, fostering a culture that is truly inclusive. Education, training and professional development One career path example is Justin Möhlmann, the Industrial Cyber Security Plant Analyst at Airbus Commercial Aircraft’s Hamburg, Germany facility. Möhlmann began his relationship with Airbus in a company-sponsored 3.5-year work/study programme, which enabled him to earn a Batchelors’ degree, and then join Airbus full-time in 2019. With Airbus’ support, he subsequently resumed his studies to obtain a Master’s degree in Information Systems, rejoining Airbus full-time in 2021. “It’s very motivating to be working in the Airbus environment, with its cultural diversity, the opportunities to build a career, and work at the company’s various locations around the world,” Möhlmann explained. “Airbus fully supported me throughout my educational and professional development, and I am able to continue my training to ensure that I remain at the top of my game in the evolving world of cybersecurity.” Exciting new careers are taking off with Airbus! Curt Lewis