November 22, 2023 - No. 048 In This Issue : 787 makes history landing in Antarctica : GE Aerospace Advances Jet Propulsion with XA100 Adaptive Engine Tests : HONEYWELL PROVIDING ADVANCED FLIGHT CONTROLS FOR AIBOT'S ELECTRIC AIRCRAFT : STC gives new life to the legendary deHavilland Beaver : Russian manufacturer test-flies prototype widebody passenger airplane : Modeling Turbofan Engines to Understand Aircraft Noise : Gulfstream Completes World's First Trans-Atlantic Flight on 100% Sustainable Aviation Fuel : Emirates Unhappy With A350 Engines : Can I mix different brands of oil in my aircraft’s engine? : Rolls-Royce Confirms All of Its Current Engines Can Run On 100 Percent SAF 787 makes history landing in Antarctica Chris Lomas Updated: November 19, 2023 • Norse 787 makes record as largest aircraft to land at Troll Research Station • Aircraft allows more equipment to be supplied to remote location A Norse Atlantic Boeing 787 Dreamliner has made history by becoming the first example of the type to land in Antarctica. The project was arranged by the Norwegian Polar Institute in partnership with Norse Atlantic Airways (N0/NBT). The Institute operates continuous monitoring programs in the Arctic and Antarctic to understand environmental changes and their consequences. Such programs require regular resupply – enter the 787. Image: Norwegian Polar Institute “This (the flight) demonstrates our capability of performing more effective flight operations to Antarctica by carrying a larger scientific and logistics crew, more cargo, with a smaller environmental footprint” Camilla Brekke – NPI Director In addition to being the first visit of a 787 to Antarctica, the flight has also set the record as being the largest aircraft to land at Troll Airfield. Image: Norwegian Polar Institute The flight The aircraft, a Boeing 787-8 registered LN-FNC, began its journey from Oslo Gardermoen Airport (OSL/ENGM) on November 13 with a flight to Cape Town Airport (CPT/FACT) in South Africa. The aircraft then spent around 48 hours in Cape Town before departing for Troll Research Station (QAT/ENOE) in Antarctica. The aircraft flew a 5:08 flight returning to Cape Town at 13:30 on November 16, 2023. How we tracked the flight During its time over the sea we primarily tracked the aircraft using satellite, but closer to Troll we identified the aircraft using our ADS-B receiver. At the end of 2015 we activated our first receiver in Antarctica at the Troll Research Station operated by the Norwegian Polar Institute tracking our first flight in Antarctica (a resupply flight operated by a Privatair 737, registered HB-JJA). The Flightradar24 ADS-B installed at the NILU environmental monitoring and clean air sampling station. Tracking Flights with Our First Receiver in Antarctica Image: Norwegian Polar Institute What goes into operating an airport in Antarctica? We took a deep dive into Troll Research Station and the challenges in maintaining a blue ice runway. Troll Research Station: how to operate an airport in Antarctica GE Aerospace Advances Jet Propulsion with XA100 Adaptive Engine Tests by Marcin Frąckiewiczin !!!, *NL, Artificial intelligence 14 November 2023 0 GE Aerospace has successfully completed a crucial phase of testing for its avant-garde XA100 adaptive engine. Designed originally for integration into the F-35, this cutting-edge engine has now concluded an essential round of tests early this year. During this time, GE’s engineers gathered extensive data that will not only refine the XA100 prototype but also set a precedent for the future of jet engine technology. The tests, which took place at the company’s Evendale facility, delved into numerous facets of engine performance, exploring areas of the flight domain previously untested. This third phase of testing pushed the boundaries of the XA100, validating both its design and the analytical tools used by GE Aerospace. It also allowed for the incorporation of newly re-designed components, rapidly prototyped to enhance the engine’s capabilities. This initiative demonstrated the company’s ability to rapidly adapt and apply empirical learnings to its advanced defense products. The XA100 employs adaptive engine technology, which stands at the forefront of propulsion with the ability to modify its bypass ratio mid-flight. This adaptability allows aircraft to balance between fuel-efficient cruising and robust, high-thrust maneuvers, showcasing a versatile performance spectrum. Besides eyeing enhancements for the F-35, GE Aerospace is also looking towards future horizons, such as the Next Generation Air Dominance (NGAD) fighter program. This ambition aligns with the overall strategy of advancing engine technology not just for an individual platform, but as a scalable solution for a variety of future applications. GE’s progress in adaptive engine technology represents a significant leap in propulsion systems, indicating a transformative shift towards more efficient, powerful, and flexible aircraft engines for the next generation of aviation innovation. FAQ Section 1. What is the XA100 adaptive engine? The XA100 adaptive engine is a cutting-edge propulsion system designed by GE Aerospace with the ability to change its bypass ratio during flight to optimize performance. 2. Where was the recent testing of the XA100 engine conducted? The recent testing phase was conducted at GE’s facility in Evendale. 3. What is the significance of the recent tests for the XA100? The tests were important for validating the design of the XA100 engine, refining the prototype, and setting a precedent for future jet engine technology. 4. What does the ability to change the bypass ratio imply for the aircraft? Changing the bypass ratio allows an aircraft to balance efficiently between fuel-efficient cruising and high-thrust maneuvers, showcasing superior flexibility. 5. What are the potential applications of the XA100 adaptive engine? While originally designed for integration into the F-35, GE Aerospace is also targeting future applications such as the Next Generation Air Dominance (NGAD) fighter program. Definitions – Adaptive engine technology: A type of jet engine technology that allows the engine to adjust its configuration or bypass ratio in response to flight conditions, thereby optimizing performance. – Bypass ratio: The ratio of the mass flow of air that goes around the core of a jet engine to the mass flow that passes through the core. – Next Generation Air Dominance (NGAD) fighter program: An initiative to develop advanced air combat technologies, including new fighter aircraft, sensors, and weapon systems. HONEYWELL PROVIDING ADVANCED FLIGHT CONTROLS FOR AIBOT'S ELECTRIC AIRCRAFT NEWS PROVIDED BY Honeywell 14 Nov, 2023, 23:00 ET Honeywell's Compact Fly-By-Wire system will bring safe, efficient, reliable operation for a sustainable transportation ecosystem DUBAI, United Arab Emirates, Nov. 14, 2023 /PRNewswire/ -- Honeywell (NASDAQ: HON) has been selected by AIBOT to provide its Compact Fly-By-Wire (cFBW) system to support AIBOT's fully electric vertical takeoff and landing (eVTOL) aircraft. This Honeywell technology will empower the next generation of aircraft avionics and create a sustainable transportation ecosystem for the future. Honeywell's lightweight Compact Fly-By-Wire system, the size of a paperback book, provides aircraft manufacturers, like AIBOT, greater flexibility in aircraft design without compromising power or safety. The system enables the removal of conventional mechanical linkages controlling the effectors, streamlining maintenance procedures, and reducing costs throughout the entire lifecycle of an aircraft. It also enables seamless remote operation of the aircraft, translating instructions from the aircraft's operator into flight control commands on the aircraft. The system's envelope-limiting feature guarantees safe operations, making it particularly well-suited for stabilizing uniquely designed unmanned vehicles and delivering a stable flying experience. "Our Compact Fly-By-Wire system is a ready-now solution to advance the future of sustainable flight. It is derived from decades of expertise providing similar systems for commercial airliners," said David Shilliday, vice president and general manager, Advanced Air Mobility, Honeywell Aerospace. "The collaboration will enable AIBOT to realize its vision of creating a sustainable and efficient transportation ecosystem." The AIBOT aircraft is powered by eight electric motors and will accommodate up to six passengers and a pilot. With maximum takeoff weight of 7,000 pounds, the aircraft has a target maximum range of 250 miles and a top cruise speed of 250 mph, making it suitable for short-haul use cases between cities and metropolitan areas across the globe. In 2024, AIBOT will kick off the production of fully autonomous heavy unmanned aircraft for industries like cargo, agriculture, high-speed inspection, and medical deliveries. This endeavor shares its system architecture with AIBOT's manned aircraft, for which the inaugural flight will be in 2025. Full product delivery of each aircraft is expected by 2028. "AIBOT is poised to revolutionize the urban air mobility market by utilizing the latest in cutting-edge, safety-critical computing platforms, particularly those which bolster the high-performance processing needed for the next-gen algorithms we developed," said Jerry Wang, Executive Chairman, AIBOT. "Collaborating with Honeywell is a huge step forward for us and will help us power the most advanced software-driven aiEVTOL platform." About Honeywell Honeywell Aerospace products and services are found on virtually every commercial, defense, and space aircraft. The Aerospace business unit builds aircraft engines, cockpit and cabin electronics, wireless connectivity systems, mechanical components and more. Its hardware and software solutions create more fuel-efficient aircraft, more direct and on-time flights and safer skies and airports. For more information, visit www.honeywell.com or follow us at @Honeywell_Aero. Contacts: Honeywell Juliet Collins-Achong +44 7787 282932 juliet.collins-achong@honeywell.com STC gives new life to the legendary deHavilland Beaver By General Aviation News Staff November 14, 2023 After more than six years in the making, Valdor Aircraft has received an STC from Transport Canada to replace the original piston engines on the legendary deHavilland Canada DHC-2 Beaver with turboprop engines from Pratt & Whitney Canada, along with the installation of BX wings, built at the company’s facility in Val-d’Or in Quebec’s Abitibi-Témiscamingue region. The project is part of a sustainability initiative designed to extend the Beaver’s lifespan by several decades, according to company officials, who call the Beaver the “most versatile bush plane ever built in the world of aeronautics.” “The Beaver was originally built in the late 1940s, and maintaining radial engines that are nearing end-of-life has become increasingly more difficult,” said Gaétan Gilbert, president and senior director of Valdor Aircraft. “We worked with Pratt & Whitney Canada to retrofit the Beaver with a PT6A-34 to increase its reliability, durability, and performance.” The retrofit program meets Transport Canada’s latest requirements, and to achieve this, many of the Beaver’s original systems and features have been modified and upgraded, company officials added. “Collaboration is key when propelling an industry and joining forces with Valdor Aircraft continues the legacy of the BX Turbo Beaver, upgraded with the PT6A-34 engine,” said Anthony Rossi, vice president of Global Sales and Marketing at Pratt & Whitney Canada. “We are bringing new life to the aircraft and creating value for operators for many years to come.” In its 60 years of service, the PT6 engine has flown over 500 million hours, according to company officials. With more than 64,000 PT6 engines produced since its introduction in 1963, it powers more than 155 different aviation applications, officials added. “Today’s PT6 engine is up to four times more powerful, has a 50% better power-to-weight ratio, and up to 20% better specific fuel consumption compared to the original engine,” company officials said in a prepared release. Company officials noted that Beaver owners have been waiting for the STC’s approval and the company is now ready to begin modifying aircraft. For more information: AvionnerieValdor.com, PrattWhitney.com. Russian manufacturer test-flies prototype widebody passenger airplane By Barry Neild and Anna Chernova, CNN Updated 12:07 PM EST, Wed November 8, 2023 The United Aircraft Corporation said its prototype passenger plane can carry up to 370 people. United Aircraft Corporation CNN — Russia’s leading aircraft manufacturer says it’s completed a successful test flight of a new widebody passenger airplane that it claims could replace Western aircraft in the country’s skies. The United Aircraft Corporation said a prototype of its IL-96-400M long-haul airplane has taken off for the first time on a flight that lasted 26 minutes and reached altitudes of up to 2,000 meters (6,562 feet) and speeds of up to 390 kilometers per hour (242 mph), according to a news release posted by the company last week. UAC, which oversees Russian aviation brands including Tupolev, Ilyushin and Sukhoi, said the plane will be capable of carrying up to 370 passengers, a capacity that would put it alongside the likes of Airbus’ A340 or Boeing’s 777. It said the airplane marked a step up from the previous IL-96-300 aircraft, production of which reportedly halted more than a decade ago because it was unable to compete with Western models. “The first and successful flight of the modernized IL-96-400M is a demonstration of the highest level of competence of domestic aircraft manufacturers,” Russia’s deputy prime minister, Denis Manturov, said in the release. According to UAC, the IL-96-400M can be configured in up to three passenger classes and will be installed with a “modern infotainment system” offering internet, TV and satellite communications. It will also be equipped with a “modern” kitchen. Transatlantic airplanes are flying at the ‘speed of sound’ right now. Here’s why The new airplane, which was photographed midair decorated in UAC corporate colors, could be seen as a public relations win for Russia at a time when its domestic aviation industry is creaking under pressure of Western sanctions imposed because of its invasion of Ukraine. US and European sanctions on leasing planes to Russia led to that country losing nearly 10% of commercial aircraft before President Vladimir Putin enacted laws allowing Russian airlines to seize leased aircraft and re-register them domestically. But with limited access to parts for planes made by Boeing, Airbus and other Western manufacturers like Bombardier and Embraer, experts say keeping fleets airworthy will be increasingly difficult. As of 2022, only 144 active Russian airline planes were built in Russia, according to data provided by aviation analytics firm Cirium. “Although Moscow won’t admit it, the sanctions that followed the Ukraine invasion have really damaged Russian aviation,” Murdo Morrison, head of strategic content at FlightGlobal, tells CNN. ‘Massive gamble’ “The problem is that lack of spares – some get in through the back door undoubtedly – means that many Airbus and Boeing aircraft flying in Russia today are potentially dangerous. Although Russia has a proficient regulator, there is very little visibility as to the health of its fleet.” In September, an Airbus A320 operated by Ural Airlines, reportedly one of the leased aircraft appropriated by Russia, was forced to make an emergency landing in a field in Russia’s Novosibirsk region due to what was provisionally claimed to have been a midair failure of its hydraulic system. What it was like to pilot the supersonic Concorde jet Last year, a safety audit by the International Civil Aviation Organization resulted in Russia being marked with a “red flag” indicating insufficient regulatory oversight – a status shared by only three other countries – Bhutan, Congo and Liberia. Addressing concerns, Russia’s Ministry of Transport said at the time that flight safety on Russia-operated aircraft meets international standards. UAC’s release said the new IL-96-400M’s safety and reliability was comparable to the “world’s best models due to the redundancy of the aircraft’s systems and its aerodynamic configuration.” The manufacturer also said it would meet international regulatory requirements. Yuri Slyusar, UAC’s general director, was quoted in the release saying it would, alongside other Russian-built aircraft, be deployed across the country’s aviation network and “replace foreign analogues.” FlightGlobal’s Morrison says that while the aircraft may be reliable, they will be significantly inferior to their Western counterparts and are unlikely to be manufactured in the quantities once seen under Soviet rule. “Trying to restore Russia’s pre-1990 aerospace industry is a massive gamble. In fact, it will lose the state billions, although Moscow probably accepts that the political price is worth paying, and, besides, it hasn’t any choice.” Modeling Turbofan Engines to Understand Aircraft Noise Tara Friesen NOV 15, 2023 Play Video Credit: Timothy Sandstrom, Luis Fernandes/NASA Ames Research Center This simulation shows the complex flow of air particles through the Source Diagnostic Test turbofan engine. By simulating the fan’s rotations, researchers can target design innovations and modifications to reduce the impact of fan noise on people living and working in areas with heavy air traffic. Airplane engines are loud – just ask anyone who lives near an airport. Increased air traffic from next-generation aircraft has the potential for even more disruptive noise. Researchers and engineers at NASA are working to reduce noise generated by turbofan engines, but each new design requires certification and testing to understand how much noise it will generate during takeoff and approach. Using the Pleiades supercomputer at the NASA Advanced Supercomputing facility at the agency’s Ames Research Center in California’s Silicon Valley, researchers have developed software that can model different engine configurations in a more timely and economic manner. Generating accurate simulations of rotating geometry, like a turbofan, requires time-consuming computations. Using NASA’s Launch, Ascent, and Vehicle Aerodynamics software, the team used a sliding mesh technique, which reduces the amount of runtime mapping procedures by analytically matching stationary and rotating points on the modeling grid. The simulation is based on the Source Diagnostic Test fan, a simplified turbofan engine model used for physical tests. By using a simulation instead of a physical model, testing will require less time and expense, opening the door to easier testing and certification of turbofan engine designs that lower fuel burn and reduce emissions without increased noise levels. Gulfstream Completes World's First Trans-Atlantic Flight on 100% Sustainable Aviation Fuel NEWS PROVIDED BY General Dynamics 20 Nov, 2023, 06:00 ET Data Collected During This Mission Will Advance Industry Toward Net-Zero Goals SAVANNAH, Ga., Nov. 20, 2023 /PRNewswire/ -- Gulfstream Aerospace Corp. today announced the successful completion of the world's first trans-Atlantic flight using 100% sustainable aviation fuel (SAF). Accomplished on November 19, the flight took place on a Gulfstream G600 aircraft, which departed the company's headquarters in Savannah and landed 6 hours, 56 minutes later at Farnborough Airport in England. Gulfstream Completes World’s First Trans-Atlantic Flight on 100% Sustainable Aviation Fuel Gulfstream Aerospace Corp. today announced the successful completion of the world’s first trans-Atlantic flight using 100% sustainable aviation fuel (SAF). Powered by Pratt & Whitney PW815GA engines, both using 100% SAF, this mission showcases the potential for aviation's future use of renewable fuels, which feature lower carbon, sulfur and aromatics. The data collected from this endurance flight will help Gulfstream and its key suppliers gauge aircraft compatibility with future low-aromatic renewable fuels, particularly under cold temperatures for extended flight durations. "Gulfstream is innovating for a sustainable future," said Mark Burns, president, Gulfstream. "One of the keys to reaching business aviation's long-term decarbonization goals is the broad use of SAF in place of fossil-based jet fuel. The completion of this world-class flight helps to advance business aviation's overarching sustainability mission and create positive environmental impacts for future generations." The SAF used on the flight was produced by World Energy and delivered by World Fuel Services. It was comprised of 100% Hydroprocessed Esters and Fatty Acids (neat HEFA), which has at least 70% lower lifecycle CO2 emissions than fossil-based jet fuel, helping to reduce aviation's impact on climate. Additionally, this zero added aromatics fuel has a reduced impact on local air quality and very low sulfur content, which can reduce non-CO2 environmental impacts. "Gulfstream continues to break new ground in the sustainable aviation space, and we applaud them for completing this mission as we work to validate the compatibility of our engines with unblended SAF," said Anthony Rossi, vice president, Sales & Marketing, Pratt & Whitney Canada. Other key partners supporting this milestone include Honeywell, Safran and Eaton. "We'd like to thank all our partners for their help in making this milestone flight happen, and for their ongoing partnership in collaborating with the extended SAF community to champion the aviation industry's path to 100% SAF usage," said Burns. Gulfstream was the first business jet original equipment manufacturer to fly on 100% SAF. This flight advances the company's continuing work to lead the industry's sustainability efforts. Gulfstream Completes World's First Trans-Atlantic Flight on 100% Sustainable Aviation Fuel Emirates Unhappy With A350 Engines At the 2023 Dubai Airshow, Emirates said it remained unhappy with the Rolls Royce engines featured on the A350-1000. Engine Concerns By Emirates Emirates President Sir Tim Clark is known for honestly expressing his feelings on aircraft programs and companies. On the sidelines of the 2023 Dubai Airshow, Clark said that the engine featured on the A350-1000, the Trent XWB-97, isn’t doing what the company wants. As a result, the president said it wouldn’t place an order until improvements were visible or could be agreed upon for the popular higher-capacity variant of the A350 program. Emirates already has a solid commitment for the A350-900, with deliveries expected to commence next year. However, with over 200 aircraft in service, the airline is reviewing its future fleet. As a result, the potential inclusion of the A350-1000 as a natural advancement on its existing commitment appears to many as a natural progression. What Emirates Wants Guarantees On Improvement However, Emirates requests certain guarantees before committing to the A350-1000, primarily concerning the engine rather than the plane itself. The company says it wants a guarantee of up to 2,500 cycles on the wing for the engine and at a maintenance cost per hour that is adequate for the company. But, before any commitment will be made by the airline, it wants the engine manufacturer to ensure it can meet the airline’s requests. While concerns aren’t present for the engine powering the A350-900, the A350-1000 is currently described as unsuitable. While improving the engine is part of a natural progression as the company develops further, it believes that Emirates’ stance is rather harsh. Could An Order Still Come Soon? Airinsight reports that Emirates and Airbus were after Day 3 of the 2023 Dubai Airshow discussing an A350-1000 order. Ultimately highlighting that not everything said publicly is final, and executives can easily leverage their disapproval to get what they want. UPDATE: Emirates, on Day 4 of the 2023 Dubai Airshow, announced a deal for 15 additional Airbus A350s, notably the A350-1000 was missing from this deal. Talk Of Engine Improvements For A380 Too Emirates isn’t a stranger to discussions around enhanced engine performance with its persistent talk about a new engine option for the A380. The airline believes that improving the engines on the A380s body would significantly cut costs for the airline and improve operating the flagship. Thanks to further development at engine manufacturers, implementing this technology on the A380s base could be a game changer for the airline’s operations. However, Airbus has remained standoffish and following the A380 programme closure with production ceasing, it isn’t keen to launch this endeavour. Part of the commitments for the A350-1000, A350-900, 787 and 777X are Emirates also understanding that it cannot keep the A380 flying forever. If no adequate double-decker replacement emerges, it’ll need to look elsewhere. Note: Dubai, UAE, 16 November 2023 – Emirates today announced an order for 15 additional Airbus A350-900s at the Dubai Airshow 2023, worth US$ 6 billion. Can I mix different brands of oil in my aircraft’s engine? By Ben Visser November 16, 2023 I recently received an email from a Brian Favero, who owns a Cessna Turbo 310Q with a Continental TSIO-520 engine. Recently his mechanic changed oil brands, switching from Aeroshell Oil W100 Plus to Phillips 66 X/C Aviation Oil 20W50. Brian has a case of the Aeroshell oil and was wondering if he can mix the Aeroshell oil with the Phillips oil. There is conventional wisdom that you shouldn’t mix different brands or even grades of oil in a mid-time engine. Some of this comes from the original introduction of Aeroshell Oil W in 1958. At that time straight mineral oil was the only product that was approved for aircraft engines. The new Aeroshell oil was the first ashless dispersant aircraft engine oil. When the W oils came on the market, a lot of high-time engines that had a considerable amount of carbon in the engines were switched over to the new oil. In some cases, the ashless dispersant in the W oils would loosen up enough carbon to plug the screens or other passages and cause engine damage. Once the W oils became more widely used, the problem went away. But the issue was well-known in the aviation community and became part of “aviation conventional wisdom.” This was exacerbated by problems in the automotive world where some different chemistries were tried by some oil companies that did not mix well with other products on the market. In addition, there is the fact that single grade and multigrade oils can have a different oil consumption rate in an engine. For instance, multigrade oils leak more, but also work better in the ring belt area. With all that said, let’s go back to the original question: Are the two oils compatible? Yes, they are. All oils that are qualified against the Mil-L-22851 specification or SAE J-1899 standard must pass a compatibility and miscibility test with all other approved products before being approved. Miscibility refers to the ability of one liquid to completely dissolve in another liquid. In fact, almost all approved products that meet this spec have very similar formulations, so aircraft owners can switch from one brand to another with no problems. Where you can see some issues are in the different viscosity grades. For example, if you add a single grade oil to 20W50, you will lose some of the low temperature properties of the multigrade oil. The big advantage of a multigrade oil is that at low temperatures, it will result in faster cranking and a better chance of starting. And — more importantly — multigrade oils will flow to critical bearing surfaces quicker, which usually results in less wear. If you live in a colder climate or fly into a colder climate, the addition of the single weight oil will reduce those advantages of the multigrade oil. What I would recommend is that you save the single grade oil until next spring and then use it on your next oil change. Also be aware that your oil consumption may vary with the different viscosity oils depending on how your engine is using it. Is an Oil Additive Needed? Brian had another question: Does he need to add an oil additive to the Phillips oil? The Lycoming LW-16702 additive in the Aeroshell Oil W100 Plus is designed to protect the camshafts in Lycoming engines where the camshaft is located above the crankshaft. In this location it is in the colder part of the engine, which can lead to condensation forming on the cam during prolonged storage. In Continental engines, the camshaft is located under the crankshaft, so there is less condensation. In addition, once the engine starts to turn, oil is dripped down on the cam to lifter interface, reducing “dry start” wear on the lifters. The bottom line? Brian’s engine should be fine without the additional additive. ABOUT BEN VISSER Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. Rolls-Royce Confirms All of Its Current Engines Can Run On 100 Percent SAF The company recently completed tests to show sustainable aviation fuel does not affect engine operation. By Jonathan Welsh November 14, 2023 Rolls-Royce announced that it has completed compatibility testing of 100 percent sustainable aviation fuel (SAF) on all its civil aero engine types in production. The company said the completion of testing fulfills a commitment it made in 2021 to show that engine technology is not a barrier to the use of 100 percent SAF. Rolls-Royce conducted a range of ground and flight tests designed to replicate operating conditions, and in each case they showed the use of 100 percent SAF does not affect the engines’ performance. • READ MORE: Virgin Atlantic Takes Big Step Toward SAF-Powered Transatlantic Flight A ground test of Rolls-Royce’s BR710 business jet engine at its facility in Canada marked the end of the test program. Other engines that underwent testing include the Trent 700, 800, 900, 1000, XWB-84, XWB-97, 7000, BR725, and Pearl 700, 15 and 10X. “Becoming the first jet engine manufacturer to publicly confirm all our in-production engines for long-haul aircraft and business jets are compatible with 100 percent SAF is an important milestone for both Rolls-Royce and the wider aviation industry,” said Tufan Erginbilgic, CEO of Rolls-Royce. “It’s also further evidence of our commitment to becoming a net-zero company by 2050 and supporting our customers to do the same.” • READ MORE: Stockton Airport Partners with Atlantic Aviation, Avfuel to Offer SAF on Demand Rolls-Royce said it has also ensured the sustainable operation of its new UltraFan engine demonstrator, which made its first test run earlier this year using 100 percent SAF. Later this month Virgin Atlantic plans to make the first transatlantic flight using 100 percent SAF, with a Boeing 787 equipped with Rolls-Royce Trent 1000 engines. “The world’s journey to decarbonizing flight is powered by British innovation and backed by the U.K. government, meaning people can continue to travel how they want, in a way that’s fit for the future,” said U.K. Transport Secretary Mark Harper. “[This] news demonstrates that Rolls-Royce and the U.K. are global leaders in decarbonizing transport, taking us one step closer to Jet Zero.” Sustainable Aviation Fuel Gains Traction SAF shows great promise for driving aviation’s continued improvement in fuel efficiency and emissions reduction, in part because it can be used as a simple “drop-in” alternative to conventional jet fuel. Rolls-Royce estimates that a combination of the latest, most-efficient gas turbines operating on 100 percent SAF could contribute about 80 percent of the “total solution” for reaching net-zero flying by 2050. Curt Lewis