Number 14 – 22 February 2024

“Man must rise above the Earth, to the top of the atmosphere and beyond for only thus will he fully understand the world in which he lives.” Socrates

British Aircraft Corporation TSR-2

(Information from Wikipedia)

The TSR-2 was a cancelled Cold War strike and reconnaissance aircraft developed by the British Aircraft Corporation (BAC), for the Royal Air Force (RAF) in the late 1950s and early 1960s. The TSR-2 was designed around both conventional and nuclear weapons delivery: it was to penetrate well-defended frontline areas at low altitudes and very high speeds and then attack high-value targets in rear areas. Another intended combat role was to provide high-altitude, high-speed stand-off, side-looking radar and photographic imagery and signals intelligence, aerial reconnaissance.

The TSR-2 was the victim of ever-rising costs and inter-service squabbling over the UK’s future defence needs, which together led to the controversial decision in 1965 to scrap the programme. It was decided to order an adapted version of the General Dynamics F-111 instead, but that decision was later rescinded as costs and development times increased. The replacements included the Blackburn Buccaneer and McDonnell Douglas F-4 Phantom II, both of which had previously been considered and rejected early in the TSR-2 procurement process. Eventually, the smaller swing-wing Panavia Tornado was developed and adopted by a European consortium to fulfil similar requirements to the TSR-2.

The envisioned ‘standard mission’ for the TSR-2 was to carry a 2,000 lb (910 kg) weapon internally for a combat radius of 1,000 nautical miles (1,900 km). Of that mission 100 nautical miles (190 km) was to be flown at higher altitudes at Mach 1.7 and the 200 nmi (370 km) into and out of the target area was to be flown as low as 200 feet at a speed of Mach 0.95. The remainder of the mission was to be flown at Mach 0.92. If the entire mission were to be flown at the low 200 feet altitude, the mission radius was reduced to 700 nmi (1,300 km). Heavier weapons loads could be carried with further reductions in range. Plans for increasing the TSR-2’s range included fitting external tanks: one 450-imperial-gallon (2,000 L) tank under each wing or one 1,000 imp gal (4,500 L) tank carried centrally below the fuselage. If no internal weapons were carried, a further 570 imp gal (2,600 L) could be carried in a tank in the weapons bay.

Survivors

The TSR-2 tooling, jigs and many of the part completed aircraft were all scrapped at Brooklands within six months of the cancellation. Two airframes eventually survived: the complete XR220 at the RAF Museum, Cosford and the much less complete XR222 at the Imperial War Museum Duxford. The only airframe ever to fly, XR219, along with the completed XR221 and part completed XR223 were taken to Shoeburyness and used as targets to test the vulnerability of a modern airframe and systems to gunfire and shrapnel.

Those persons that correctly identified this week’s mystery aircraft:
Wouter van der Waal, Karl Jensen, Ari Levien, Peter Rossouw, Thomas Tonking, Steve Dewsbery, Christiaan Haak, Rennie van Zyl, Andre Visser, Alan Lentle, Righardt du Plessis, Lance Williams, Bruce Margolius, Clint Futter, Nigel Rotherham, Marcel Bode, Craig Brent, Andre Breytenbach, Hilton Carroll, Michael Schoeman, Jan Sime, Charlie Hugo, Bruce Harrison, Danie Viljoen, Adrian Maree, Joe van der Merwe, Steve Woodfine, Colin Austen, Greg Pullin, John Talbot, Piet Steyn, Johan Venter, Kevin Farr, Jeremy Rorich, Barry Leech, Anthony Bass, Danie Viljoen, Nigel Hamilton, James Cosslett, Ahmed Bassa, Jeffrey Knickelbein, Urich Hoffmann, Jaco van Jaarsveld, Cecil Thompson, John Skinner, Alex Wagner, Brian Ross, Rick Peacock-Edwards, Keith Burton, Andries Marais, Frank Moody, Rex Tweedie, John Moen, Selwyn Kimber, Geoff Timms, Aiden O’ Mahony, Nic Manthopoulos, Kenny Nagel, Pierre Brittz, Johan Prinsloo, Dave Lloyd, Bruce Prescott.

At 62 answers, this mystery aircraft has attracted more correct answers than ever before – thank you.

SOEs fail to show financial reforms despite draining the fiscus of billions

In recent months, five beleaguered state-owned enterprises (SOEs) have recorded financial losses of nearly R10bn. Meanwhile, in just three years, they received taxpayer-funded bailouts of R280bn. More bailouts have been announced in the Budget Speech. A recent presentation by the National Treasury to Parliament revealed that over the past nine months, Eskom, the SA Post Office, South African Airways, Denel and the Land Bank have together racked up financial losses of R9.8-billion.

South African Airways (SAA) is also in financial disarray. The airline had forecast that it would eke out a profit in 2023 after many years of being in a money-losing position. Derek Hanekom, the interim SAA board chair, who recently signed off the four sets of SAA’s financial statements, told Parliament in November that the airline was showing ‘a modest profit at this stage and no loss is expected’. After all, a smaller SAA emerged from the business rescue process; the airline leases fewer than nine aircraft and flies fewer than 20 times a day. Before the airline entered business rescue in December 2019, it leased more than 20 aircraft, flying more than 20 times a day, including domestic, regional and international routes. However, SAA made a financial loss of R776-million from April to December 2023, the data the Treasury presented in Parliament show. Meanwhile, since 2018, SAA received taxpayer-funded bailouts worth R38.1-billion.

I have prepared a considerable report on SAA to be published in the March 2024 edition of African Pilot showing that the ‘so called SAA V2’ rescue process is fundamentally flawed, mainly due to the incorrect persons being tasked with the management and running of the ailing airline. In addition, the brand of the airline is seriously tarnished and from what I have been told many of SAA’s aircraft are flying at seriously reduced capacity. So long as this government continues with its failed BBBEE corrupt system, SAA will always require help in the form of continued bailouts by the fiscus.     

The ANC government expects its debt to rise from R4.8-trillion in 2023 / 24 to R5.2-trillion in the next financial year. By 2025 / 26, it will exceed R6-trillion. Out of every rand generated from tax collection, the government shells out about 20 cents towards paying service costs (such as interest) on the debt.

It is with a heavy heart that we say goodbye to a fellow aviator, colleague and friend, Lukas Potgieter. May your spirit soar. ️

EAA Young Aviators

The newly inaugurated EAA Young Aviators will be having their fist official get together at the EAA auditorium at Rand airport on Saturday 2 March at 10h00 after the usual monthly EAA Chapter 322 meeting. This initiative by Tyla Puzey has certainly taken off by attracting younger generation aviation enthusiasts, especially from flying schools to listen to experts speaking about their experiences within their individual fields. African Pilot will be fully supportive of this initiative to extend learning and friendship to the younger generation of aviation enthusiasts.

24 February
Tedderfield breakfast fly-in from 07h00 to 11h00
Contact Alan Stewart Cell: 083 702 3680

Embraer demonstrates Super Tucano to Ghana Air Force

On 19 February a flying demonstration of Embraer’s A-29 Super Tucano reconnaissance and trainer aircraft was presented to the Ghana Air Force (GAF). For several years the GAF has considered purchasing the Super Tucano and this demonstration took place at Air Force Base Accra. The Super Tucano (PT-ZTU) was joined by a number of GAF aircraft, including Mi-171 and Z-9 helicopters as well as K-8 jet trainers.

In his welcome address, the Chief of the Air Staff (CAS), Air Vice Marshal Frederick Asare Kwasi Bekoe, expressed enthusiasm about the static and flight display, emphasising the importance of acquiring light attack aircraft in the face of increasing terrorism threats within the sub-region. He added that the partnership with Embraer was timely, considering the A-29 Super Tucano was a strategic offensive platform to enhance the Ghana Air Force’s deterrent and offensive posture within the sub-region. In his keynote address, the Minister for Defence, Dominic Nitiwul, underscored the importance of prioritising counter-terrorism efforts. He said the Super Tucano is very suitable to augment the Ghana Air Force’s capabilities in counterinsurgency and counterterrorism. In June 2015 Ghana announced an order for five Super Tucanos, but the contract did not materialise.

Embraer has recorded a number of orders for its Super Tucano from African countries, which see the type as a low-cost light attack aircraft that can also be used as a trainer. The Super Tucano is capable of performing a broad range of missions that include light attack, aerial surveillance and interception, and counterinsurgency. The Super Tucano is equipped with a variety of sensors and equipment, including an electro-optical / infrared system with laser designator, night vision goggles, secure communications and data-link package. Armament comprises one .50-caliber machinegun in each wing. Five hardpoints can carry a maximum external load of 1 550 kilograms (3 420 lb). Weapons options include gun pods, bombs, rocket pods and (on the two outboard stations) air-to-air missiles.

Delta Air Lines flight aborted landing after JAL pilot overshot stop line in US

Japan’s transport ministry has highlighted an incident in the United States where a Japan Airlines (JAL) pilot overshot a stop line at San Diego International Airport (SAN). Details of the mistake came as the officials from the Japanese transport ministry visited JAL’s base at Tokyo Haneda Airport (HND) on 13 February 2024, to look at the carrier’s safety management system. According to the ministry, the JAL flight was preparing to take-off from SAN to Narita International Airport (NRT) on 6 February 2024, when the Boeing 787-8 Dreamliner entered the incorrect taxiway. 

An air traffic controller alerted the JAL pilot and the aircraft was stopped before it entered the runway. In response, a Delta Air Lines flight on its final approach was instructed to abort its landing and perform a go-around.  “I mistakenly thought I was supposed to turn further ahead. I noticed something was odd, and at the same time the controller alerted us to the error, so I stopped the plane. But the plane had already overshot the stop line,” the pilot told the ministry according to NHK. In addition, the transport ministry also detailed another JAL flight in November 2023, that landed in Seattle-Tacoma International Airport (SEA). According to the ministry, once landed the JAL aircraft turned into an adjoining runway without air traffic control’s say-so. The pilot then crossed the runway and proceeded to the parking apron. The crew said they misunderstood the instructions given by the air traffic controller.

Air Serbia E195 jet hits ILS antenna on take-off

A Marathon Airlines Embraer E195 aircraft, registered OY-GDC was operating flight JU324 on 18 February 2024 for Air Serbia struck an ILS (Instrument Landing System) antenna array while taking off from Belgrade’s Nikola Tesla Airport (BEG). The flight, heading to Dusseldorf (DUS) continued into the air but made an emergency return and landed safely back at the airport shortly afterward. There were no injuries to the passengers and crew onboard, although the aircraft sustained substantial damage. The aircraft is currently leased from the Greek company and operates in full Air Serbia colour scheme. 

Flight JU324 had lined up on runway 30L at Belgrade Airport and was taking off at 17h38 local time. The aircraft began its take-off roll from intersection D5, midway along the runway’s length, leaving a remaining take-off distance of 4,175 ft (1,273 m). However, the aircraft failed to get airborne on the hard surface and overrun the runway’s end by approximately 3,600 feet (1,100 m). 

Following a collision with an ILS equipment assembly located beyond the end of the runway, the aircraft managed to become airborne, passing a height of just 50 feet at 8,500 feet (2,600m) past the stop end. The aircraft subsequently stopped its climb at 4,000 feet (1,219m) and entered a holding pattern to burn off fuel to avoid making an overweight landing. The aircraft eventually left the hold and made a successful landing back at the airport without further incident at 18h36, 55 minutes after departure.   Following the incident, the runway’s ILS category has been downgraded from Category III to Category I, given the damage caused to the equipment.

Editor comments: What do they say about runway behind you? How many times have I witnessed the same situation at OR Tambo International airport when some South African regional airlines perform an intersection take-off. The fact is that all that is needed is a reduction of power in either of the aircraft’s engines and this could lead to disaster. 

NTSB calls on FAA to retrofit aircraft with 25-hour CVRs

Once again, the NTSB is calling on the FAA to mandate that all existing aircraft that require a cockpit voice recorder and flight data recorder be retrofitted with devices capable of recording 25 hours of audio instead of the standard two hours. The agency commented on the FAA’s Notice of Proposed Rulemaking to extend the CVR requirement on all new aircraft, asking that the ruling extend to existing airplanes.

Since 2018, the NTSB has been pushing for a revision of flight recorder systems on aircraft, citing many investigations that have been hindered due to overwritten data. Current devices record two hours of data before being overwritten. On 30 November 2023 the FAA announced its proposal to extend the CVR requirement to 25 hours for all newly manufactured aircraft. The FAA announced its plans to align with rules and standards in place in Europe and at the International Civil Aviation Organisation, but the proposal does not extend to the current fleet, even planes that will be in service for decades. While the NTSB said it is pleased the FAA is proposing to implement the action called for by its Safety Recommendation A-18-030, it is disappointed the NPRM does not introduce a similar requirement to retrofit existing planes, as recommended in Safety Recommendation A-18-31.

The NTSB challenged the FAA’s assertion that retrofitting the entire fleet is too expensive, stating a retrofit would apply to roughly 13,500 aircraft, less than half of the 29,561 the FAA had estimated in its cost / benefit analysis. The estimate includes non-military, turbine-powered multiengine in-service planes on the US registry with 10 or more passenger seats. The comments given by the NTSB also noted that the FAA did not address how many planes would be retired, scrapped or removed from the US registry during the five-year retrofit period estimated in A-18-31. The five-year retrofit period also allowed operators to schedule the CVR replacement during regular CVR maintenance, further reducing compliance costs.

The initial recommendation was made in 2018 after a 2017 incident in which an Air Canada Airbus A320 lined up to land on a taxiway occupied by several aircraft, descending below 100 feet above ground level before starting to climb. The CVR data was overwritten before the Air Canada officials learned of the severity of the incident, prompting A-18-30 and A-18-31. The NTSB also identified 33 other events where CVR data was overwritten because of a delay between the event and the flight crew recognising it to be a serious incident or accident, or the flight continued to operate for more than two hours after the event took place. Since the two recommendations were issued, at least 14 other investigations have been hindered by a lack of CVR data that was overwritten, including seven serious runway incursions in 2023 and the rapid depressurisation event on an Alaska Airlines 737-9 MAX flight on 5 January 2024.

“In the recent Alaska Airlines door plug blowout accident, our investigators do not have the CVR audio to fully understand all of the challenges the flight crew faced in response to the emergency,” NTSB Chair Jennifer Homendy said. “Any investigation in which the CVR audio is overwritten and unavailable to us, means that we may miss opportunities to address safety issues identified on recordings. CVR data allows investigators to gain better insight into what transpired in the cockpit before an incident. A longer duration for CVR recordings will provide authorities with better information on events and procedures in the flight deck and improve investigations.

“CVRs are among the most valuable tools for accident investigation because they provide contemporaneous information on flight crew intentions and coordination as well other factors, such as procedural compliance, workload, fatigue and situational awareness,” NTSB Office of Aviation Safety Director Tim LeBaron said. “This information is critical to our ability to conduct more thorough investigations and target safety recommendations more effectively.”

The NTSB said it cannot fully support the proposed rule in its current form. The agency believes the FAA should include a requirement to retrofit existing aircraft, stating that the retrofit requirement would apply to less than half the number of aircraft the FAA estimates. In addition, the five-year retrofit period would allow operators to update CVRs during regular maintenance, leading the NTSB to believe the FAA has inappropriately estimated the retrofitting cost. The NTSB is urging the FAA to reconsider its position and issue a final rule applicable to both newly manufactured aircraft as well as existing aircraft that are required to carry a CVR and FDR.

First A321XLR aircraft painted in partial Aer Lingus livery

While Airbus is yet to make an official confirmation, footage taken of the first A321XLR at Airbus’ facility in Finkenwerder, Hamburg, Germany appears to confirm Aer Lingus as the launch customer for the new aircraft type. In the video, which was posted to social media, the aircraft can be seen partially painted in the carrier’s livery. It was already widely anticipated that the Irish flag carrier would become the launch customer of the type, not least because senior executives at the International Airlines Group (IAG), the parent company of Aer Lingus, had already referred to this possibility.

The A321XLR had originally been expected to enter service by the end of 2023. However, successive delays have continued to push the date further into the future. The latest update, as of early February 2024, has the type entering service towards the end of Q3 2024. This is not the only change surrounding the launch of Airbus’ longest range narrowbody aircraft. At first, the launch customer was slated to be Lebanese flag carrier Middle Eastern Airlines (MEA), but this honour was then passed to Ireland’s Aer Lingus, which is planning to use it on Transatlantic flights to the United Sates.

Honeywell spending $84M on manufacturing plant to build avionics for future flight

Aircraft engine and avionics maker Honeywell will spend $84 million to expand its manufacturing facility in Olathe, Kansas. Along with its growing factory, the company plans to add 156 workers. The 560,000-square-foot campus currently makes components for Honeywell’s avionics, safety and flight control systems, as well as complex radio frequency systems for traffic collision avoidance, radar altimeters and weather radar.

“Expanding this facility will enable the development of a strong and resilient domestic supply chain for next-generation avionics and printed circuit board assemblies that our commercial and military customers can rely on,” said Jim Currier, president and CEO of Honeywell Aerospace Technologies when first announcing the development earlier this month. “At Honeywell, we are in constant need of highly skilled employees, particularly in engineering and advanced manufacturing and our decision to expand one of our US-based facilities is a testament to our confidence in the US economy and its talented workforce.” The expansion will generate around $47 million in gross domestic product (GDP) and contribute $18.3 million to state and local taxes in the first six years, according to Honeywell.

In addition to the 156 new hires, the company expects for the expansion to generate more than 200 other jobs in supporting sectors of the Kansas economy, plus 268 short-term construction jobs worth nearly $25 million in GDP. “Honeywell’s expanded presence in Kansas underscores what we have known all along our state’s workforce is prepared to meet any challenge,” Kansas Gov. Laura Kelly said. “The high-tech jobs and opportunities being created will allow even more of our young workers to find their dream careers right here in Kansas.”

In addition to supporting conventional aircraft markers with engines and flight decks, Honeywell also plans to supply some of the developers of next-gen aircraft with avionics systems. In December, Boom Supersonic said it will rely on the Honeywell Anthem flight deck to fly its Overture aircraft. The flight deck will allow for improved situational awareness and enhanced safety, the company said, as the advanced avionics interface will provide Boom pilots with continuity from initial flight training in a simulator to physical test flights. “Honeywell has an extensive history of aerospace innovation and shares our vision of a faster future through sustainable supersonic flight,” Boom Supersonic Founder and CEO Black Scholl said at the time of that announcement. “We are proud to work with Honeywell to realize one of the most advanced flight decks in the sky, with state-of-the-art technologies that reduce pilot workload and increase safety.”

Global air travel capacity to surpass 2018 and 2019

According to FCM Consulting’s Q4-2023 Quarterly Global Trends Report, citing data from Cirium, travel offered to both corporate and leisure clients combined is set to surpass the annual travel capacity in 2018 and 2019. The report also highlighted a key trend that is set to continue for 2024, more seats with fewer flights. H1-2024 is forecast to offer +97.9 million (+3.5 percent) more seats and -2.1 million (-5.6 percent) fewer flights than H1-2019. “This is a result of fleet configuration changes and shifts in schedules to meet the demand. When carefully planned, this will be favourable to airline operating costs, staffing, airport slots and airport costs,” said Kenji Soh, General Manager, of FCM Travel Southeast Asia.

H1-2024 vs H1-2019:

                         Seats         Flights

Africa                +11%          +6%

Middle East        +7%          +4%

North America   +7%          -7%

LATAM              +6%          -1%

Asia                   +3%         +1%

Australasia         0%          -2%

Europe               -1%          -8%

“Q4-2023 closed a milestone year, seeing corporate travel the busiest and least interrupted in over four years. Business travellers became more confident than in previous years and are planning trips in 2024 to both grow their business and connect with clients and colleagues,” Soh said. “Across the top global corporate airlines, we forecast that the seats offered in 2024 will be two percent above 2019 and the number of flights offered will be down six percent. American Airlines, Delta Airlines, United Airlines, China Southern Airlines, China Eastern Airlines, LATAM Airlines Group, Qatar Airways, Cathay Pacific, Singapore Airlines and Virgin Atlantic Airways are all forecast to be back over 100 per cent in terms of seats offered when compared to five years ago.”

Airlines in the home markets of China and India lead Asia’s growth. The top Chinese airlines are forecasted to offer 21 percent more seats in 2024 than in 2019. “Singapore to Vancouver saw the highest increase in business class airfares which went up by 216 percent. Singapore to Da Lian saw a 212 percent increase in business class fares as it is a popular destination among business travellers for being one of Northeast Asia’s most important financial, shipping and logistics centres. The top five destinations from Singapore were Kuala Lumpur, Bangkok, Jakarta, Shanghai and Hong Kong in Q4-2023,” added Soh.

DeltaHawk introduces two higher power options in family of jet-fuelled piston engines

DeltaHawk Engines added two new engines to its family of jet-fuelled piston engines. Both of these higher horsepower engines are based on the architecture of the DHK180, which was FAA-certified in April 2023 and is now readied for production ahead of deliveries later this year. The new DHK200 will produce rated take-off power and maximum continuous power of 200 horsepower and the DHK235 will produce an RTP and MCP of 235 horsepower. The new models will have the same weight and dimensions as the DHK180, with a RTP and MCP of 180 horsepower. The DHK200 is expected to be certified and available in Q3 2024 and the DHK235 will follow in the first half of 2025.

All engines in the DeltaHawk family are based on a clean-sheet design, featuring an inverted-V engine block, turbocharging and supercharging, mechanical fuel injection, liquid cooling, direct drive and 40 percent fewer moving parts than other engines in the same category. DeltaHawk engines are responsive and can produce more usable torque than a traditional aircraft engine of the same class while burning less fuel. As well as having a smaller size and thinner shape, the engines are suited for numerous conventional aircraft as well as those powered by hybrid propulsion systems.

Along with improvements to safety, performance and efficiency, the DeltaHawk DHK engine family offers a sustainable benefit by burning jet fuel. Addressing the lack of availability of 100LL for General Aviation aircraft and eliminating the harmful environmental impact of leaded fuels. “Following FAA certification of the DHK180, customer interest and reservation deposits from aircraft OEMs and individual owners in both certified and experimental markets has been extremely high,” DeltaHawk Engines CEO Christopher Rudd said. “Our two new engine models build upon the same innovative, pilot-focused technology as the DHK180, while offering even more capability for higher power applications, as will additional engine models yet to be announced.”

FAA issues special conditions for G700, G800 over ‘novel or unusual’ electronic flight system

On Tuesday last week the FAA issued Final Special Conditions for the Gulfstream G700 and G800 for the ‘novel or unusual’ electronic flight system. This is the latest step as the G700 progresses to FAA certification. On 31 December 2019 Gulfstream applied for an amendment to Type Certificate No. T00015AT to include the new G700 and G800 series. These new models are derivatives of the GVI and are currently approved under Type Certificate No. T00015AT. Under Title 14 21.101 provisions, Gulfstream must prove that the G700 and G600 series meet the applicable provisions of the regulations listed in the Type Certificate, or the applicable regulations in effect on the date of application for change. The special conditions are initially applicable to the models for which they are issued. The special condition applies to the novel or unusual electronic flight-control system providing control-surface awareness to the flight crew.

Gulfstream intends to use an electronic flight-control system. including side-stick controllers for pitch and roll control, in the new G700 and G800 series planes. With an EFCS and no direct coupling from the flight deck controller to the control surface, the pilot could be unaware of the actual surface position. In unusual flight conditions, like from atmospheric conditions, airplane malfunctions or engine failures, may result in full or nearly full control surface deflection. If the flight crew is made aware of the excessive deflection or impending control surface limiting, the piloted or auto-flight system control of the plane could be inadvertently continued in such a way there could be a loss of airplane control or other unsafe stability or performance characteristics.

Airworthiness standards do not have adequate or appropriate standards for the conditions that could result from the EFCS and lack of direct coupling from flight deck controller to the control surface. In order to establish a level of safety equal to those established in regulations special conditions are established. The special conditions require that flight crews receive suitable flight-control position annunciation when a condition exists in which the nearly full surface authority, which is not crew-commanded, is being used. The suitability of such this type of alerting must be considered that some pilot-demanded manoeuvres are necessarily associated with an intended full performance and may saturate the surface.

Simple alerting systems, which would function in an intended or unexpected control-limiting situation, must properly balance the necessary crew awareness and unwanted nuisance factors. A monitoring system that could compare airplane motion, surface deflection and pilot demand could also prove helpful in nuisance alerting. The special conditions also contain additional safety standards that the Administrator has found necessary to establish a level of safety equivalent to those established by existing airworthiness standards. The action was posted to the Federal Register and effective on Tuesday. Comments can be submitted on or before 29 March 2024.

The G700 has been slowly making progress toward certification but has faced major delays along the way. In September 2023, the G700 and G800 earned EASA certification. The original target for the G700 entry into service was the end of 2022 but the date has been pushed repeatedly. Certification was expected for the end of 2023 but is now anticipated for some time in 2024. Alisdair Whyte of Corporate Jet Investor said Gulfstream is targeting 50 G700 deliveries for 2024. Whyte stressed that the Special Conditions issuance shows the desperate need for updated regulations.

California FBOs told to stop selling 100LL, switch to G100UL

Lawyers for a California environmental group say most if not all FBOs in California will be required to replace 100LL with General Aviation Modifications Inc.’s (GAMI’s) G100UL starting in the first half of 2024 thanks to a nine-year-old court ruling. That consent judgment, issued in favour of the Center for Environmental Health in December of 2014 by the California Superior Court in Alameda, says that as soon as there is an approved commercially available replacement for 100LL, FBOs have to stop selling 100LL. CEH’s lawyers have sent notice to all California FBOs to switch to G100UL as soon as it becomes commercially available to them. If they do not, they could be found in contempt and face heavy fines. GAMI head of engineering George Braly said Vitol Aviation, the producer / refiner now licensed to produce G100UL, is scheduled to produce large batches of the fuel later in the spring. Braly said it will ‘take a few months’ to ramp up production and to supply all of the dozens of fuel sellers covered by the order, after which it will be able to maintain a steady supply to them.

CEH filed a lawsuit in 2011 against all the 100LL fuel sellers in California for exposing people to lead, and three years later settled the case. The settlement required anyone selling 100LL to post signs explaining the lead content and attendant risks. It also requires that ‘Settling Defendants distribute and sell the airplane fuel with the lowest lead content that is Commercially Available.’

In its December 2023 letter to the FBOs and other fuel distributors, CEH lawyer Mark Todzo said G100UL fulfils those requirements. “It can and should therefore serve as a lower lead replacement for the 100LL fuel you are presently distributing,” the letter says. “Production of G100UL has now begun such that it will be available to those named in the order for distribution and sale in California by early 2024.” We have contacted major FBO chains by email for comment but may not hear from them until after the long weekend.

As previously reported, GAMI signed a production agreement with Vitol late last year and became the first licensed producer of the fuel. The company has received all the necessary approvals to make and distribute G100UL. Braly said the raw cost of the components in the fuel vary with the price of crude oil but over the past year have averaged 85 cents to $1.15 per gallon more to make than 100LL. It is not clear how that will translate to the price at the pump after going through wholesale, distribution and retailing steps in the supply chain. Aircraft operators will also have to buy an STC for each airplane using G100UL and the cost depends on the horsepower of the engine(s) on the aircraft.

Climate Impulse hydrogen aircraft to fly non-stop around the world

Swiss explorer and aviator Bertrand Piccard is to attempt an around-the-world, non-stop flight in a liquid hydrogen-fuelled aircraft called Climate Impulse. The record-breaking flight will follow the equator and is expected to happen in 2028, with pilots Bertrand Piccard and Raphaël Dinelli. Piccard (66) is well-known for becoming the first person to fly non-stop around the world in a balloon in 1999 and flying a solar-powered aircraft called Solar Impulse around the world in 2016. Construction of the Climate Impulse aircraft, which will use an electric propulsion system powered by fuel cells, recently started in France under the direction of Raphaël Dinelli, a composite engineer and navigator. The aircraft is expected to be finished in two years, after which engineers will carry out a two-year test programme.

R&D and design for Climate Impulse started in 2021 with the help of aircraft OEMs Airbus and Daher, IT firm Capgemini and space launch company ArianeGroup. Like Solar Impulse, Climate Impulse is designed to showcase technologies that could ‘revolutionise’ aviation. Another similarity is that Climate Impulse’s main technological partner is Belgian chemicals and materials company Syensqo, formerly part of Solvay. Syensqo’s involvement will be key in solving challenges around the use of liquid hydrogen as a fuel for an estimated nine days of flight. Several aerospace companies, most notably Airbus, are attempting to solve problems around liquid hydrogen’s cryogenic temperatures and high pressures to develop zero-emissions aircraft with similar ranges to kerosene-fuelled ones. Only one company, Germany’s H2Fly has so far successfully flown a liquid hydrogen fuel cell aircraft.

According to Syensqo, tailor-made materials, films and adhesives will be developed for Climate Impulse and used in the structure, fuselage, wings and hydrogen tanks to provide lightness, alongside mechanical and thermal properties. High-performance materials for the Proton Exchange Membranes and binders for electrodes of the fuel cell will also provide high-power density and efficiency from the fuel cell and enable a more compact design of the plane. “In this world full of eco-anxiety, we need to restore hope and stimulate action by demonstrating disruptive solutions that lead to sustainable progress,” said Piccard. “More than flying around the world with a hydrogen aeroplane, Climate Impulse will explore new ways of thinking and acting to promote a better quality of life.”

Autonomous KC-135s on the horizon

Autonomous flight pioneer Merlin has signed a deal with the US Air Force that could eventually lead to its aircraft being refuelled by autonomously flown KC-135 tankers. Merlin announced that the deal involves a stepped process of gradually integrating its technology into the 60-year-old airframes in a ‘multi-year’ programme. The first step is adding capabilities that reduce crew workload, followed by ‘reduced crew’ operations. ‘As the system gains experience and trust, it will pave the way for autonomous uncrewed operations of the KC-135; an unprecedented new capability for AMC and the USAF.’ Merlin has been studying integration of the technology on the ground and is hoping to get airborne with it in 2025. The eventual goal of the test programme is to conduct ‘basic air refuelling operations’ to demonstrate its potential in the Next Generation Air Refuelling System. ‘Integrating onto one of the most abundant and important military aircraft in the USAF’s fleet allows Merlin to materially evolve our advanced automation systems, which includes enabling autonomous close formation flying for the KC-135.’

Eve Air Mobility to debut at Singapore Air Show

On Friday Eve Air Mobility announced it would be making its debut at the Singapore Air Show. Eve celebrated a successful 2023 and the start of its first full-scale prototype, along with the selection of numerous suppliers and the announcement of its first production facility. The company will feature a full-scale cabin mock-up and a virtual reality flight experience for its first mock-up in Asia-Pacific as part of a world tour. “Eve comes to Singapore with tremendous momentum as we continue the development of our eVTOL, including progressing toward key programme milestones,” Eve Air Mobility CEO Johann Bordais said. “The Asia-Pacific region is an important market for Eve Air Mobility and we are committed to the region as we continue to build diverse relationships and work with our customers and potential customers to bring a new mode of transportation to help ease traffic congestion.”

Eve’s eVTOL cabin mock-up will be making its first appearance in Singapore as part of a larger world tour that began in 2022 at the Farnborough Air Show. The mock-up will showcase Eve’s human-centred design, with a quiet, efficient and sustainable zero-emission eVTOL to explore its internal features. The vehicle design employs a conventional wing with eight rotors fixed around it to provide vertical take-off and landing capabilities in a simple lift-plus-cruise design with an accessible seat configuration for a pilot and four passengers. The debut display will also feature a virtual flight experience on the eVTOL aircraft thanks to virtual reality technology. This technology requires a special headset to enable participants to experience a different type of reality by interacting with and feeling what a flight on Eve’s eVTOL will look like.

The powerhouse potential of the Aero2 Drone

The Aero2’s 40-kilogram payload capacity sparks curiosity. What advantages does the Aero2 offer over lighter or heavier drones? To understand, let us consider the world of critical cargo delivery and the unique capabilities of the Aero2. While smaller drones offer portability, their payload restrictions often hinder their effectiveness in critical applications. The Aero2 bridges this gap, delivering the power an operator might need. Large helicopters or drones designed for bulk cargo transport are just too expensive for many missions. The Aero2 offers the necessary muscle without the excessive cost or operational complexity.

‍The 40kg payload stems from real-world needs. A US Navy study revealed that 90% of critical mission failures could be addressed with parts under 20 pounds. Similarly, in medical emergencies, a 40kg payload allows for delivering blood, organs, or medical samples quickly and safely. The Aero2’s capacity surpasses the limitations of smaller drones, ensuring life-saving interventions reach remote areas efficiently. However, it can reach city hospitals as it will be certified aircraft to fly above cities. This payload also proves useful in search and rescue missions, allowing for the delivery of life rafts, first aid kits and essential supplies in disaster zones or harsh terrain on top of the sensor payload, thanks to the Aero2’s capability to carry sensors and additional payload.

The Aero2 also excels in industrial applications. For example, large-scale forestation projects become more feasible with the ability to transport tree seedlings over vast distances. The Aero2 becomes a powerful tool to scale up tree planting initiatives and other seeding projects. Similarly, in the oil and gas industry, critical cargo payloads vary between 10 and 30kg for 80% of missions, which can be easily serviced by the Aero2. It’s strength lies not just in its payload capacity, but in its versatility. It is designed to handle a variety of sensors and attachments, making it a true multi-mission marvel. With a three-hour flight time and 400km range (with reserves), the Aero2 covers vast distances, reaching areas inaccessible to smaller drones. (It can travel even further when part of the payload is additional fuel.) This opens doors for long-range inspections, search operations and deliveries, expanding an operator’s reach significantly.

Its advanced sensor systems integrate high-resolution IR cameras, 4K video systems, 3D Hi-Res photography rigs, or radiation detection equipment. Imagine capturing detailed aerial imagery, conducting search operations with unparalleled clarity, or monitoring environmental factors with unmatched precision. Unlike many lighter drones grounded by frost or snow, operators can install an optional de-icing system that ensures that Aero2’s can perform even in challenging weather conditions.

While the 40kg payload of the Aero2 may seem specific, it strikes a perfect balance between surpassing the limitations of smaller drones and cost-effectiveness compared to larger alternatives. While smaller drones offer portability, their payload restrictions often hinder their effectiveness in critical applications. The Aero2 bridges this gap, delivering the power you need. The Aero2 offers the necessary muscle without the excessive cost or operational complexity.

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