Number 42 – 30 May 2024

“People who elect corrupt politicians, imposters, thieves and traitors are not victims but are accomplices.”  George Orwell

Messerschmitt E-323 Gigant

(Information from Wikipedia)

The Messerschmitt Me 323 Gigant (Giant) was a German military transport aircraft of World War II. It was a powered variant of the Me 321 military glider and was the largest land-based transport aircraft to fly during the war. In total, 213 were manufactured, with 15 being converted from the Me 321. The Me 323 was the result of a 1940 German requirement for a large assault glider in preparation for Operation Sea Lion, the projected invasion of Great Britain. The DFS 230 light glider had already proven its worth in the Battle of Fort Eben-Emael in Belgium (the first ever assault by glider borne troops) and would later be used in the invasion of Crete in 1941.

However, to mount an invasion across the English Channel, the Germans would need to be able to airlift vehicles and other heavy equipment as part of an initial assault wave. Although Operation Sea Lion was cancelled, the requirement for a heavy air transport capability remained, with the focus shifting to the forthcoming Operation Barbarossa, the invasion of the Soviet Union.

On 18 October 1940, Junkers and Messerschmitt were given just 14 days to submit a proposal for a large transport glider. The emphasis was still very much on the assault role; the ambitious requirement was to be able to carry either an 88 mm gun and its half-track tractor, or a Panzer IV medium tank. The Junkers Ju 322 Mammut reached prototype form but was eventually scrapped due to difficulties in procuring the necessary high-grade timber for its all-wood construction and as was discovered during the Mammut’s only test flight, an unacceptably high degree of instability inherent in the design. The proposed Messerschmitt aircraft was originally designated Me 261w, partly borrowing the designation of the long-range Messerschmitt Me 261, then changed to Me 263 (later reused for Messerschmitt’s improved rocket fighter design) and eventually became the Me 321. Although the Me 321 saw considerable service on the Eastern Front as a transport, it was never used for its intended role as an assault glider.

Early in 1941, as a result of feedback from Transport Command pilots in Russia, the decision was taken to produce a motorised variant of the Me 321, to be designated Me 323. French Gnome et Rhône GR14N radial engines, rated at 1,180 PS (1,164 hp, 868 kW) for take-off as used in the Bloch MB.175 aircraft were chosen for use. This would reduce the burden on Germany’ strained industry.

Initial tests were conducted with four Gnome engines attached to a strengthened Me 321 wings, giving modest speed of 210 km/h (130 mph) – 80 km/h (50 mph) slower than the Ju 52 transport aircraft. A fixed undercarriage was fitted, with four small wheels in a bogie at the front of the aircraft and six larger wheels in two lines of three at each side of the fuselage, partly covered by an aerodynamic fairing. The rear wheels were fitted with pneumatic brakes that could stop the aircraft within 200 m (660 ft).

The four-engined Me 323C was considered a stepping-stone to the six-engined D series. It still required the five-engined Heinkel He 111Z Zwilling or the highly dangerous ‘Vic-style’ Troika-Schlepp formation of three Messerschmitt Bf 110 heavy fighters and underwing-mounted Walter HWK 109-500 Starthilfe rocket assisted take-off units to get airborne when fully loaded, but it could return to base under its own power when empty. This was little better than the Me 321, so the V2 prototype became the first to have six engines and flew for the first time in early 1942, becoming the prototype for the D-series aircraft.

To reduce torque, the aircraft was fitted with three counterclockwise rotation engines on the port wing and three clockwise rotation engines on the starboard wing, as seen looking forward from behind each engine, resulting in the propellers rotating ‘away’ from each other at the tops of their arcs.

Like the Me 321, the Me 323 had massive, semi cantilever, high-mounted wings, which were braced from the fuselage out to the middle of the wing. To reduce weight and save aluminium, much of the wing was made of plywood and fabric, while the fuselage was of metal-tube construction with wooden spars and covered with doped fabric, with heavy bracing in the floor to support the payload.

The ‘D’ series had a crew of five, two pilots, two flight engineers and a radio operator. Two gunners could also be carried. The flight engineers occupied two small cabins, one in each wing between the inboard and centre engines. The engineers were intended to monitor engine synchronisation and allow the pilot to fly without worrying about engine status, although the pilot could override the engineers’ decisions on engine and propeller control.

Maximum payload was around 12 tonnes, although at that weight, the Walter HWK 109-500 Starthilfe rocket-assisted take-off units used on the Me 321 were required for take-off. These were mounted beneath the wings outboard of the engines, with the wings having underside fittings to take up to four units. The cargo hold was 11 m (36 ft) long, 3 m (10 ft) wide and 3.4 m (11 ft) high. Typical loads were one 15 cm sFH 18 heavy field howitzer (5.5 ton) accompanied by its Sd.Kfz. 7 half-track artillery tractor vehicle (11 ton), two 3.6 tonne (4 ton) trucks, 8,700 loaves of bread, an 88 mm Flak gun and accessories, 52 drums of fuel (252 L/45 US gal), 130 men, or 60 stretchers.

Some Me 321s were converted to Me 323s, but most were built as six-engined aircraft from the beginning. Early models were fitted with wooden, two-blade propellers, while later versions had metal, three-blade, variable-pitch versions. The Me 323 had a maximum speed of only 219 km/h (136 mph) at sea level. It was armed with six 13 mm (.51 in) MG 131 machine guns firing from a dorsal position behind the wings and from the fuselage. They were manned by the extra gunners, radio operator and engineers.

By September 1942, Me 323s were being delivered for use in the Tunisian campaign. They entered service in the Mediterranean theatre in November 1942. High losses among Axis shipping required a huge airlift of equipment across the Mediterranean to keep Rommel’s Afrika Korps supplied. On 22 April 1943, a formation of 27 fully loaded Me 323s was being escorted across the Sicilian Straits by Messerschmitt Bf 109s of Jagdgeschwader 27 when it was intercepted by seven squadrons: Supermarine Spitfires (No. 1 Squadron SAAF) and Curtiss P-40 Kittykawks (No. 7 South African Wing).  Of the 27 transports, 16 or 17 were shot down. Three or four P-40s were shot down by the escorts.

A total of 198 Me 323s were built before production ceased in April 1944. Several production versions were built, beginning with the D-1. Later D- and E- versions differed in the choice of power plant and in defensive armament, with improvements in structural strength, total cargo load and fuel capacity also being implemented. Nonetheless, the Me 323 remained underpowered. A proposal to install six BMW 801 radials did not occur. The Me 323 was also a short-range aircraft, with a typical range (loaded) of 1,000–1,200 km (620–750 mi). Despite this, the limited numbers of Me 323s in service were an asset to the Germans and saw extensive use.

Those persons who correctly identified this week’s mystery aircraft:

Brian Millett, Klaus Linden, Willie Oosthuizen, Andre Visser, Barry Eatwell, Bruce Prescott, Jeremy Rorich, Rahul Vala, Michael Schoeman, Wouter van der Waal, Colin Austen, Piet Steyn, Pierre Brittz, Rennie van Zyl, Karl Jensen, Steve Dewsbery, Charlie Hugo, Jan Sime, Righardt du Plessis, Andrew Peace, Joe van der Merwe, Christiaan Haak, Keith Quixley, Noel Macquet, Andre Breytenbach, Clint Futter, Johan Venter, Hilton Carroll, TC Schultz, Selwyn Kimber, Stuart Lane, Danie Viljoen, Brian Ross, Carl von Ludwig, Herman Nel, Sergio Antao, John Moen, Aiden O’ Mahony, Brian Melmoth, Kevin Farr, Nigel Hamilton, Dave Lloyd, Ahmed Bassa, Kim Andersen, Mike Transki, Simon Tladi, Cecil Thompson, Erwin Stam, Greg Pullin, Johan Prinsloo (50 correct answers). This is very good considering the vintage of the aircraft type.

Mr Editor,
Thanks so much for this Mystery Aircraft competition. This brings back fond memories of my cadet days and aircraft recognition competitions. I was very excited to see this Messerschmitt Me 323 Gigant. Thanks so much for this memory of 50 plus years.
Brian Melmoth.

HOT FM and MCC Aviation eye in the sky

I had a very early start to my election day as I photographed and videoed the HOT FM team taking to the skies in MCC Aviation’s Bell 407 helicopter out of Lanseria flown by Mike Barnes. The HOT FM team were scheduled to fly three sorties on election day covering various parts of the Johannesburg and Pretoria region with HOT microphones transmitting from the helicopter throughout the day. Although very cold before sunrise, it was worth the effort to meet with several of HOT FM’s anchor radio announcers especially since HOT FM is my favourite radio station.

South African Air Force (SAAF) ten new pilots

After the wings parade at Air Force Base Langebaanweg, the SAAF has 10 new pilots and a flight attendant. According to Lieutenant Colonel JV du Toit, the 23 May parade “marked the culmination of rigorous training for the pilots and flight attendant who received their wings insignia, symbolising their readiness to take to the skies in defence of the nation”.

Captain JP Sinyane and second lieutenants D Bowels, LM Dube, LM du Toit, ME Lebelo, SE Molapo, J Venter, NO Ntsieng, TP Masombuka and SE Shongwe received brevets from SAAF Deputy Chief, Major General Mayenzeke Matanda. Sergeant B Phalane was awarded bronze flight attendant wings. .

The learning ability and skills displayed by J Venter during his pilot training at the Western Cape base saw him walk off with the Air Command floating trophy for the highest percentage achieved in the theory phase, the SAAF Board floating trophy for the highest overall percentage in the flying component as well as the Inkwazi floating trophy for the highest overall percentage on course 129. The SAAF Association floating trophy for the best improvement on course went to SE Molapo.

Addressing the wings parade, Matanda called on all SAAF personnel to roll up their sleeves for a better Africa and to ensure South Africans were and remained safe. He encouraged the new pilots and the flight attendant to be innovative and be part of developing new systems to match other air forces thereby ensuring the SAAF’s role in supporting the defence and security of South Africa.

1 June
Potchefstroom airshow
Contact E-mail: sally@creativespacemedia.co.za Tel: 011 467 3314

1 June
EAA Chapter 322 monthly gathering EAA Auditorium Rand Airport
Contact Neil Bowden E-mail: airadventuresa@gmail.com

1 June
SAA Museum Society Specialised Tour limited to nine adults
Contact E-mail: events@saamuseum.co.za Cell: 076 879 5044

African airlines need stronger governance to secure funding

African airlines need better governance and stronger leadership to grow and attract funding. This was the key message from Vijay Poonoosamy, Barrister and Partner of Dentons Mauritius, at the recent African Aviation Summit in Johannesburg. Poonoosamy moderated a panel on ‘Aircraft Fleet Considerations & Legal Perspectives’ and participated in the ‘The Way Forward – Positioning for Growth’ closing session.

“Our continent’s national leaders must demonstrate their commitment to their respective national interests with integrity and allow government-owned African airlines to be effectively and efficiently run by professionals,” said Poonoosamy. “The national leaders who choose to do so will enable these national airlines and the related government entities in aviation to take off, thus enabling their countries to take off as well.”

Shahid Sulaiman, Senior Partner, Head of Corporate of Africa at Dentons, added that countries that can create such a conducive environment for their airlines will allow them to have better chances of securing fair and reasonable terms for aircraft and financing, both of which are crucial for providing the intra and inter-continental air connectivity Africa desperately needs. The 32nd iteration of the summit focused on the challenge of funding airlines in Africa, both existing carriers and start-ups. International and African financial experts, along with senior officials from leading African airlines, discussed the current situation and sought practical solutions.

Poonoosamy believes that financial institutions and investors should consider providing funding and support to African airlines, particularly those demonstrating good governance and leadership. “With more companies worldwide embracing ESG (Environmental, Social and Governance) principles and the need to do both well and good, I urge aircraft vendors, lessors and financiers to offer well-managed African airlines as attractive terms or even better terms than those offered to the well-established and profitable airlines elsewhere,” Poonoosamy said.

Sulaiman pointed out the interconnected nature of Africa’s socio-economic status and its aviation sector. “Africa’s socio-economic status is not where it should be and, as a result, African civil aviation is not where it should be either. This is because one impacts the other,” Sulaiman said. “Excellent governance and the right leadership will help deliver safe, secure, viable and sustainable African airlines, which will help African socio-economic growth and which will also help these airlines in return in a virtuous circle,” Sulaiman said.

“The growth and sustainability of African airlines hinge on strong leadership and governance,” Poonoosamy concluded. “Government officials should work towards implementing policies that foster strong governance and leadership in the aviation sector. Financial institutions and investors, on the other hand, play a crucial role by providing the necessary funding and support to those airlines demonstrating good governance and leadership. This, in turn, will drive the socio-economic development that is essential for the continent’s overall progress.”

Close forced landing caught on video

Decision making, airmanship and maybe a little luck led to the best possible outcome for a pilot and passenger at an airport in Sydney, Australia. The Cessna 210 had just taken off from Bankstown Airport in Sydney’s southwest corner when it had engine problems. The pilot, Johannes Swanepoel, elected to make the turn back to the airport, but he left the mostly retracted gear up and that might have made the difference. A News 7 helicopter happened to be in the area, heard the Mayday over the radio and managed to video the whole thing from above. The propeller appears to be turning as the 210 drops low over a residential area before barely clearing some hangars and scraping along a taxiway. Neither Swanepoel nor his passenger, identified only as Karin, were hurt. The plane will need some work but it may be reusable. Swanepoel said in an off-camera interview that the plane did brush trees and he was not sure they were going to clear the hangars.

Pilot and skydivers bail out of damaged jump plane

On Saturday all seven people aboard a turbine-powered Cessna 206 safely parachuted from a skydiving plane in Missouri. The modified Cessna Super Skywagon, with a 550-horsepower Pratt & Whitney turboprop, was at 14,000 feet over Butler County when a ‘premature parachute release’ fouled the tail and possibly damaged it. Everyone, including the pilot, got out before the plane crashed in a field. The incident made headlines in Butler County and needed some explaining by authorities. “All parachuters on the plane exited prior to the pilot leaving the plane,” the Butler County Sheriff’s Office said in a second, updated news release. “We thought that would be evident by the line that says everyone was treated and released.” The NTSB will investigate.

French Strategic Air Forces launch first upgraded nuclear cruise missile

The French General Directorate of Armaments (DGA) conducted a successful test firing of the enhanced medium-range air-to-surface strategic missile (ASMPA-R). The ASMPA system, developed by European manufacturer MBDA and inducted in 1986, is a cruise missile with a range of 500 kilometres (310 miles) that can fly at a speed of at least Mach 2 and carry the latest generation of French nuclear charges, named TNA, of 300 kilotons (20 times the yield of the bomb dropped on Hiroshima). The renovated missile, launched without its warhead by a Dassault Rafale B fighter from the French Strategic Air Forces during a nuclear strike mission simulation, marks a significant milestone in the DGA’s ASMPA upgrade programme.  The mission called Operation Durandal (named after a mythical sword in French tradition) was tracked by several DGA facilities along the French Atlantic coast.  The ASMPA-R programme is designed to strengthen France’s nuclear deterrent capabilities and ensure the credibility of the air-launched nuclear component in the face of evolving threats until the next-generation nuclear air-to-surface missile (ASN4G) arrives around 2035. 

The ASN4G is a hypersonic nuclear-capable ramjet missile that will first be operated by the Rafale F5 before being used by the next-generation fighter aircraft (NGF) conjointly developed by Dassault Aviation and Airbus. This mission, carried out four times a year, spans French territory and encompasses all aspects of a deterrent nuclear mission. It involves a long high-altitude flight with in-flight refuelling, followed by low-altitude and high-speed penetration in highly defended areas. It concludes with the firing of an ASMPA missile at a test area at the DGA missile testing center.

The exercise ensures that France has the operational and technical ability to conduct a nuclear strike. It also demonstrates to the world, particularly potential strategic adversaries, that French deterrence is credible. The air component is one of the two parts of French nuclear deterrence, along with the oceanic deterrent provided by nuclear ballistic missile submarines.

Since the start of the invasion of Ukraine, both Russia and the United States have regularly made statements about their respective strategic capabilities and their preparedness. On 27 February 2022, four days after the initial assault, Russian President Vladimir Putin ordered his country’s nuclear forces to move to the heightened alert status of a ‘special regime of combat duty.’ The US Air Force regularly deploys nuclear-capable strategic bombers to Europe as part of Bomber Task Force missions to enhance interoperability and reassurance among the US Joint Force and its allies.

Is turbulence on the rise?

About 65,000 aircraft suffer moderate turbulence every year in the US and around 5,500 run into severe turbulence. However, these numbers might be destined to grow. Paul Williams, a professor of atmospheric science at the University of Reading in the United Kingdom, told CNN in 2022 that he believes climate change is modifying turbulence. “We ran some computer simulations and found that severe turbulence could double or triple in the coming decades,” Williams said. The findings, which were later confirmed by observations, highlight a type of turbulence known as ‘clear air turbulence,’ which is not connected to any visual clues such as storms or clouds. Unlike regular turbulence, aircraft are suddenly affected and it is hard to avoid.

Singapore Airlines has previously said its flight encountered sudden turbulence. A spokesperson said Sunday that its investigations are ongoing. An earlier CNN analysis of satellite data found the flight entered an area where thunderstorms were developing, which can produce turbulence. On 26 May a Qatar Airways Boeing 787-9 Dreamliner encountered severe turbulence while flying over Turkey on its route from Doha to Dublin. The flight, QR017, landed safely at Dublin Airport at approximately 13h00. Upon arrival, emergency services met the aircraft. Dublin Airport released a statement noting that 12 people on board sustained injuries due to the turbulence. A total of six passengers and six crew members reported injuries after the aircraft experienced turbulence.

Boeing’s annual safety report reveals a surge in employee safety concerns

On Friday, Boeing announced a 500% increase in employee safety-related submissions for products and services in the first two months of 2024 compared to the previous year. The surge was highlighted in Boeing’s annual safety report, released on 24 May.  According to the manufacturer, the increase in submissions followed the 5 January midair door blowout incident of an Alaska Airlines 737 MAX 9 jet. Since the event, Boeing has actively encouraged its employees to report any safety, quality and compliance issues related to its products and services.

“We are entrusted with the safety of all those who fly on, use, operate and maintain our products. Our actions are focused on making further improvements to ensure safety, compliance and conformance of our products and services, without compromise,” said Mike Delaney, Boeing Chief Aerospace Safety Officer. “Our commitment is to never forget our responsibility to make sure every action and decision bring lasting improvements to the safety and quality of our products and services.”

Per Bloomberg, Boeing said it will convene representatives from the company, the Federal Aviation Administration and the International Association of Machinists and Aerospace Workers union to review safety concerns employees have raised through its Speak Up programme. In addition, Boeing is expected to submit a 90-day plan to the FAA in the coming week, outlining corrective actions to address quality control issues within its factories.

EgyptAir sold A220 fleet after engine issues led to prolonged inactivity

EgyptAir’s decision to sell its fleet of Airbus A220-300s was the result of losses as the fleet became inactive owning to engine problems, the carrier confirms in a financial statement. The airline had 12 of the twinjets in its fleet, the first of which it received in September 2019. However, in February this year US-based lessor Azorra revealed that it had agreed to purchase all 12 of EgyptAir’s A220s.

The A220 is exclusively powered by Pratt & Whitney 1500Gs which, at the time, had been experiencing durability issues, while supply-chain issues were holding up replacement and repair work. According to EgyptAir’s latest full-year financial statement, covering the 12 months to 30 June 2023, the A220s had been leased to the carrier at $38 million annually. But the statement adds: “This sale of the fleet is due to continuous presence of defects in the engines of this type, successive cessation of operation and their continued presence under repair until the present date. “Most of the aircraft stopped operating as a result during most periods of the year, a number that reached seven inoperative aircraft in June 2023.”

EgyptAir says the model generated operating losses for the year of around $1 million, on top of losses for the previous fiscal year, 2021-22, of around $29.6 million. Its financial statement shows that its full-year net profit to the end of June 2023 reached E£2.4 billion ($51 million), in contrast with the prior loss of E£3.5 billion. EgyptAir attributes its profitability partly to greater activity, including a 30% rise in block hours, as well as discounts such as those for fees at Cairo airport.

Qatar Executive celebrates delivery of world’s first Gulfstream G700 aircraft

Qatar Executive welcomed the delivery of two new Gulfstream G700 aircraft, becoming the worldwide exclusive commercial operator for the new jet. The corporate subsidiary of Qatar Airways Group is the first carrier offering the all-new G700 for charter customers. On 27 March the G700 achieved FAA certification, along with two confirmed performance enhancements to give customers increased flexibility and airport availability. By April, Gulfstream celebrated the first customer deliveries for the G700. On 15 May Gulfstream announced that the G700 achieved EASA-type certification, adding to the new jets’ success in 2024.

The new jet is a prime example of the future of private air travel, offering passengers a luxury flight experience with unparalleled design, comfort, technology and style. The aircraft offers a spacious passenger cabin with four individual living areas, including a dedicated private rear stateroom with a permanent fixed bed. The bespoke cabins were designed and crafted to meet the standards of many Qatar Executive customers. The passenger’s experience is enhanced with a revolutionary lighting system, the industry’s lowest cabin pressure altitude and natural lighting through 20 windows. The G700 provides improved comfort with its whisper-quiet cabin, 100 percent fresh air replenished every two or three minutes and an ionizing system for cabin air to provide the highest air quality possible in a business jet.

Along with Qatar Airways Group’s personalised service and top operational safety and management, the G700 is an example of Qatar Executive’s commitment to delivering excellence. Qatar Executive expects a further eight G700 aircraft to be delivered in the future, with two delivered already and two more planned to arrive within weeks. The new G700 fleet will begin full commercial service in June and Qatar Executive is already accepting advance expressions of interest from clients to charter the two new aircraft.

Coulson Aviation introduces highest capacity large air tanker

Coulson Aviation has announced the arrival of the company’s first Boeing 737-700 aircraft to be converted into the world’s highest capacity Large Air Tanker. This is the first of up to ten aircraft and Coulson is proud to continue its partnership with Southwest Airlines, which has supplied Coulson with its entire 737 fleet to date.

“Our new 737-700 Next Gen FIRELINER programme will build on the success of our existing 737-300 platform,” says Britt Coulson, President and COO of Coulson Aviation. “The FIRELINER platform has been the go-to large air tanker for foreign governments due to its unique multi-role capability, allowing it to transport passengers when not deployed on active firefighting missions. This versatility also supports a streamlined process in finding both flight and maintenance crew and aircraft parts.”

The Next Gen FIRELINER will set a new standard for LATs worldwide with its increased 5,000 USG (19,000 litres) payload, reduced fuel burn, extended range and higher speed. With up to double the volume of competing LATs, this aircraft can arrive at fires earlier and improve the success of initial attack missions, helping to control wildfires.

In 2023, global fires emitted over 2.1 billion tonnes of carbon dioxide, more than most countries and contributed to over 340,000 premature deaths due to air pollution. Larger, more capable aircraft are crucial in extinguishing fires while they are small, preventing them from turning into mega-fires that endanger lives and property. This addition to the Coulson fleet exemplifies the company’s commitment to protecting the environment and minimising irreversible damage.

Van’s bankruptcy update with Clyde Hamstreet

On Wednesday, an Oregon court approved Van’s Aircraft’s Chapter 11 bankruptcy recovery plan and now the company can continue implementing elements of that and looking to the future. Clyde Hamstreet, of Hamstreet & Associates, a firm specialising in bankruptcy recoveries, gave us the view ahead as Van’s works through more internal reorganisation and rebuilding of its business.

Among the highlights:

• Van’s will definitely continue the development of the high-wing RV-15 (though it will not be shown at this summer’s AirVenture in Oshkosh)
• It is still in the process of implementing business software that will give it better visibility to internal costs.
• Van’s will build out its quality-control capabilities.
• Van’s board of directors is currently made up of Richard VanGrunsven, Diane VanGrunsven (his wife), Mikael Via, Don Eisele and Rian Johnson.
• Moving forward, the board makeup will likely change, with the goal of having more outside influence and perspective.
• Mikael Via is expected to shed the ‘interim’ part of his title as Interim CEO.

Safran’s Aneto-1K helicopter engine certified in China

Safran Helicopter Engines has received certification for its Aneto-1K from the Civil Aviation Administration of China (CAAC). This crucial milestone paves the way for the Leonardo AW189K’s introduction into the Chinese civil market. This validation of type certificate (VTC) by China succeeds the earlier type certificate (TC) by the European Union Aviation Safety Agency (EASA) in 2019.

“Having received certification across Europe and Brazil, the Aneto-1K has now obtained certification in China, a pivotal development in the worldwide rollout of the AW189K. Equipped with our cutting-edge engine, the AW189K is particularly well-suited for the most demanding helicopter transport missions, in the most difficult conditions.”, said Valentin Safir, Safran Helicopter Engines Executive Vice-President, Programmes.

The 2,500-shp Aneto-1K is the first model in the Aneto engine family, covering a power range from 2,500 to 3,000 shp and designed for super-medium and heavy helicopters. Aneto engines are 25% more powerful and more responsive than existing engines of the same size. This additional power margin contributes to increase helicopter capabilities during missions, such as offshore, transport, search and rescue and firefighting. This translates in particular into increased payload during flights in ‘hot and high’ conditions.

Ex-US fighter pilot loses extradition battle over training Chinese military

A former United States (US) fighter pilot has been told by an Australian magistrate judge that he is eligible for extradition to the US over claims that he helped to train members of the Chinese military.  Daniel Duggan appeared in Downing Centre Local Court, Sydney, on 25 May 2024, where Magistrate Daniel Reiss concluded that the former marine pilot met the conditions of a US extradition order. Duggan’s fate now rests in the hands of the Australian Attorney General Mark Dreyfus, who must give the final approval for the extradition before it can take place. Duggan, who will be forced to wait in custody for this decision, has up to 15 days to launch an appeal against the judgement. 

According to SBS News, the 55-year-old was detained in Australia and accused of breaching arms trafficking and money laundering laws by training Chinese pilots in South Africa between 2009 and 2012. According to CNN, Duggan was arrested in New South Wales 19 months ago, after returning from China to join his family in Australia and has been detained since. 

The US indictment alleges that Duggan taught Chinese fighter pilots to land aircraft on carriers. Duggan denies all claims made against him and the allegations that he trained Chinese pilots have not yet been tested in a court of law. Duggan’s supporters and family members insist that he is the victim of geopolitics, at a time when relations between China and the US are particularly strained. “This was no place to battle. There was no opening in the local court for my husband to run his case. Today was simply about ticking boxes and it is time to move to the next stage. Now, we respectfully ask the Attorney-General to take another look at this case and bring my husband home,” Saffrine Duggan said outside the court. 

Archer Midnight achieves its final airworthiness criteria from the FAA

On Friday Archer Aviation became the second eVTOL company, joining Joby, to reach the stage of final criteria for FAA airworthiness certification. The milestone for the Archer Midnight further solidifies its path toward type certification. This will allow the company to work with federal officials to obtain the remaining final approvals on its certification and test plans. Archer plans to begin piloted flight testing later this year. “Midnight is one giant step closer to taking passengers into the sky in the coming years,” said Billy Nolen, Archer’s chief regulatory affairs officer and former acting FAA administrator.

In a statement announcing the achievement, Archer said it has made ‘significant’ progress on the construction of its first Midnight aircraft to be piloted. The first test model will subsequently be used in for-credit flight testing with the FAA as the company progresses toward commercialisation. The FAA published its issuance of final special class airworthiness criteria on Friday in the Federal Register that takes effect on 24 June 2024.

Joby moves on to next phase of flight testing

In May, rival eVTOL developer Joby Aviation announced it had completed its pre-production flight test programme and is now shifting to the for-credit flight testing phase. The two companies are at the front of a growing pack of what advocates see as a potential culture disrupter for personal air travel. However, many hurdles remain for such next-gen aircraft, in terms of technology, regulation and infrastructure and in an increasingly crowded field. The Vertical Flight Society said in April that its directory of eVTOL companies has surpassed 1,000 different conceptual designs.

Sikorsky flight-tests scalable ‘rotor blown wing’ UAS

Lockheed Martin company, Sikorsky is conducting flight tests to refine the control laws and aerodynamics of a novel vertical take-off and landing un-crewed aerial system (VTOL/UAS). These tests aim to demonstrate the efficiency and scalability of a twin proprotor ‘rotor blown wing’ configuration that takes off and lands vertically like a helicopter and transitions smoothly to horizontal flight for long-endurance missions such as intelligence, surveillance, reconnaissance and targeting.

The ongoing flight tests are part of the Defence Advanced Research Projects Agency (DARPA) ancillary initiative, which seeks to develop a Class 3 UAS VTOL X-Plane capable of operating in most weather conditions from ship decks and unprepared surfaces without infrastructure. Sikorsky is among several competitors advancing their UAS conceptual designs into the next development phase. The ‘rotor blown wing’ design utilises constant airflow from the proprotor wash across the wing to reduce drag in hover mode and during the transition to forward flight, thereby increasing cruise efficiency and endurance.

Igor Cherepinsky, Director of the rapid prototyping group Sikorsky Innovations, stated, “Flight tests are underway to verify our tail-sitting rotor blown wing UAS can launch and land vertically with high stability and cruise efficiently on wing. Key enablers to flight manoeuvrability and future vehicle scalability, are our MATRIX autonomy flight control system and an articulated rotor system similar to those in traditional helicopters.”

Currently, Sikorsky is flying a battery-powered proof-of-concept vehicle. If selected for future ANCILLARY phases, Sikorsky plans to develop a 300-pound hybrid-electric version with a 60-pound ISR payload. Established in 2010, Sikorsky Innovations aims to tackle

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