Number 60 – 01 August 2024

“You can motivate by fear and you can motivate by reward. However, both those methods are temporary. The only lasting thing is self-motivation.” Homer Rice

The Myasishchev M-25

(Information thanks to Willie Oosthuizen)

Myasishchev M-25 in popular culture

The remarkable story of the Myasishchev M-25 has captured the imagination of creators in the realm of film and literature. Its legacy inspires creative expressions that highlight its significance, from thrilling documentaries to fictional portrayals. Beyond its technical achievements, the Myasishchev M-25 holds cultural significance as a symbol of human achievement. Its legacy reminds us of our capacity to push boundaries, challenge norms and reach for the skies.

The inception of the Myasishchev M-25 was a turning point in aviation history, driven by the visionary mind of its creator, Vladimir M. Myasishchev. He aspired to develop an aircraft that defied the limits of conventional design and served as a multifunctional platform for military and strategic applications.

At the core of the Myasishchev M-25’s design were cutting-edge technological innovations that set it apart from its contemporaries. The aircraft boasted advanced aerodynamics, enhancing speed, manoverability and operational efficiency. Its powerful engines were meticulously engineered to ensure optimal performance, even in the most challenging conditions. In the year the Myasishchev M-25 took its inaugural flight, captivating the world with its unique design and impressive capabilities. However, this groundbreaking achievement had its challenges. Initial test flights revealed several technical challenges that the engineering team had to address, showcasing the dedication and resilience of the Myasishchev M-25’s creators.

Revolutionising aviation

The Myasishchev M-25’s unconventional design contributed to significant advancements in aerodynamics. Its streamlined fuselage and innovative wing configuration minimised drag and maximised lift, enabling the aircraft to achieve remarkable speeds previously deemed unattainable.

The Myasishchev M-25’s versatility made it a valuable asset for various military operations. Its ability to transport heavy payloads, conduct surveillance and engage in strategic bombing missions earned it a prominent role in defence. The aircraft’s agility and range allowed it to execute missions with precision and impact.

Unveiling unconventional design

The Myasishchev M-25’s distinct appearance was characterised by its delta-wing configuration, twin-engine setup and elongated fuselage. This design approach contributed to its exceptional performance and gave it a distinctive aesthetic that remains etched in aviation history. The aircraft’s propulsion system was a marvel of engineering, featuring advanced turbojet engines that delivered impressive thrust-to-weight ratios. These engines and the aircraft’s efficient design propelled it to new heights and contributed to its exceptional manoverability.

Legacy and lasting impact

The influence of the Myasishchev M-25 extended to the design of future aircraft models. Its innovative features and technological breakthroughs inspired subsequent generations of aviation engineers, shaping the trajectory of aircraft development. The Myasishchev M-25’s legacy lives on in modern aviation engineering. Its contributions to aerodynamics, propulsion systems, and multifunctional design continue to influence the creation of cutting-edge aircraft that excel in performance and versatility.

A glimpse into the future

The technological advancements introduced by the Myasishchev M-25 paved the way for a myriad of innovations in aviation. Concepts such as efficient wing designs, high-performance engines and adaptable airframes can be traced back to the pioneering work of Myasishchev and his team. The story of the Myasishchev M-25 serves as a source of inspiration for aspiring aviation enthusiasts and engineers. Its journey from concept to reality underscores the importance of perseverance, innovation, and collaboration in achieving groundbreaking feats.

Challenges and triumphs

The development of the Myasishchev M-25 was with its share of technical challenges. From refining aerodynamics to optimising engine performance, the engineering team demonstrated exceptional problem-solving skills to overcome each hurdle and bring the aircraft to life. The Myasishchev M-25’s accomplishments were met with recognition from both the aviation community and the wider world. It received accolades for its contributions to aviation technology, solidifying its place as an iconic symbol of innovation.

Behind the scenes: human endeavours

Behind every aerospace achievement lies the dedication of countless engineers, designers and technicians. The development of the Myasishchev M-25 was a testament to the collaborative spirit of these individuals, whose collective expertise and passion brought the aircraft from concept to reality.

The stories of the engineers and innovators behind the Myasishchev M-25 are woven into its history. Their tireless commitment, innovative thinking and determination are a testament to the power of human ingenuity in shaping the course of aviation advancement.

Conclusion

The Myasishchev M-25 is more than just a technological marvel; it symbolises the human spirit’s unyielding quest to explore, innovate and transcend limits. Its legacy continues to soar, reminding us that the skies are open to those who dare to dream, challenge conventions and believe that the impossible is merely a stepping stone to the extraordinary.

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

John Moen, Rex Tweedie, Johan Venter, Selwyn Kimber, Andre Visser, Bruce Prescott, Jan Sime, Karl (Flavour Blends), Piet Steyn, Willie Oosthuizen, Christiaan Haak, Andre Breytenbach, Hilton Carroll, Wouter van der Waal, Ari Levien, Sean Richter, P. Rossouw, Sergio Antao, Selwyn Kimber, Noel Macquet, Aiden O’ Mahony, (21 correct answers). Rather disappointing this week.

Call to place SAA on sale again

Deputy President Paul Mashatile says that selling a majority of South African Airways (SAA) to those in the private sector with the capital and expertise to turn the embattled state-owned entity around may be the best way forward. In an interview with the Sunday Times, Mashatile said that the government “is not in the business” of owning airlines and thus, bringing private players on board to make the entity profitable may be the best. “I would not mind resuscitating SAA as a state-owned company, but my approach would be to partner with the private sector because I do not think the government will have all the money to run the airline” said Mashatile. “Remember, SAA was bailed out a number of times; the Treasury must have spent close to R9 billion trying to rescue it,” he added.

Back in 2019, SAA, which had around R28 billion in liabilities and was seen as a black hole for taxpayer-funded bailouts, was placed under business rescue (which it exited in 2021). The South African government planned to sell 51% of SAA to the Takatso group made up of closely held Global Airways and private equity firm Harith General Partners, before the deal was called off by former Public Enterprises minister Pravin Gordhan. One of the central disagreements was that of the reevaluated value of SAA, which was predetermined during the pandemic (when the airline was on the verge of being liquidated).  “It became clear in the negotiations of the revised transaction structure that it must take into account public interest and fair market price. However, these requirements were not met in the renegotiations,” said Gordhan.

Although the deal did not take off, Mashatile said that while the airline’s performance seemed to be improving, the original plan to bring the private sector on board to make the airline profitable was the correct move and should be explored again. “I think the government reached the stage at some point where it asked itself a question: do we want to own an airline, what is the point?”

“The right approach would have been to bring the private sector in even much earlier. If we can still do it now, I think we should because there are many people in the private sector who want to invest in an asset like this,” said Mashatile.

The next question would be who held the majority stake in the airline?
Back in May 2024, interim board chairperson of SAA, Derek Hanekom said that the airline is still open to the possibility of a private equity partner investing in the state-owned airline but it will not be looking for a majority owner. Hanekom said that, like last time, the objective of a private equity partner is to secure capital to help stabilise the airline’s finances, reduce its dependence on taxpayer-funded bailouts and ultimately propel it to new heights. Unlike last time, rather than the government taking the back seat by selling a majority of the SOE to a private equity partner (as it unsuccessfully tried to do with Takatso Consortium), they would now remain in control by maintaining the majority of the shares.

This was taken one step further by Minister of Planning, Monitoring and Evaluation, Maropene Ramokgopa, who is overseeing the coordination of the strategic SOEs, including SAA, into a holding company after the Ministry of Public Enterprises was dissolved. Ramokgopa told Business Times that the government should rather bring in private operators to help manage SOEs while they remain 100% state-owned.

However, the deputy president disagreed with these views.

“The right approach would have been to bring the private sector in even much earlier. If we can still do it now, I think we should because there are many people in the private sector who want to invest in an asset like that,” said the deputy president. Mashatile said that the stake would depend on what private company could bring to the deal, but it would not be prudent for the government to hold the majority stake if the company had the money to revive the airline.

Disruptions to critical air transport infrastructure threatens South Africa’s economic recovery

By Aaron Munetsi (CEO) Airlines Association of Southern Africa

Sunday evening’s power outage at Cape Town International Airport caused numerous local and foreign airlines’ flights to and from the airport to be delayed and diverted, inconveniencing travellers and burdening carriers with additional costs and strained  operations. The breakdown at this economically strategic facility follows the Air Traffic Navigation Service’s (ATNS) indefinite suspension of flight approaches to nine of the country’s airports after it missed a deadline to complete mandatory reviews and to re-design any approaches that it found to be unfit for purpose. 

The withdrawal of flight approaches, which are aviation’s equivalent to blocking motorway offramps,  is forcing airlines to divert, delay or cancel flights, especially at those airports where all of the previously available approaches have been suspended.   For those particular airports, landings are now only permitted when there is sufficient clear visibility at a height above the ground and beneath any clouds, from where pilots can safely descend and touchdown on the runway.  However, this is impossible when there is fog, smog, low-lying mist and rain, which are prevalent in winter during the early mornings and late afternoons/evenings. 

Flight schedule disruptions are financial hammer blows to airlines.  Their customers lose confidence resulting in lost sales, ticket cancellations and refunds.  Simultaneously, they are saddled with additional costs including extra fuel and ground handling for diverted flights, re-accommodating passengers, landing and parking charges at the diversion airports.  They also have to pay ATNS for the extra en-route navigation and air traffic control charges associated with any diversions.  These suspensions also have serious harmful economic ramifications for businesses, industry, trade, essential and emergency services as well as peoples’ livelihoods in towns such as Kimberley, George, Polokwane, Mthatha and Richards Bay, whose airports are the worst-affected by the suspensions.  

Compounding the distress is news that South Africa’s domestic and international air services licencing councils (the industry’s economic regulators) have halted their work because the Department of Transport has not paid council members for their time and effort in performing their duties.  This completely stops the national objective of expanding passenger and cargo air services to enable trade, business and leisure travel and tourism. The work of these two councils is vital to the well-being of the industry and the economy. For more than two years we have also faced disruptions at our airports linked to the problematic integration and functionality of the Department of Home Affairs’ new biometrically-powered border and identity verification systems and hardware.   

The breakdowns, bottlenecks and withdrawal of critical air transport infrastructure and services, which airlines and passengers all pay for in the form of user charges, levies and taxes on air travel signals an indifference to the aviation industry and a failure to grasp its significant contribution to the country’s economy.   Various studies and reports, including those published by the African Civil Aviation Commission, the  International Air Transport Association and Oxford Economics, indicate that every Rand spent on air transport in South Africa contributes approximately six Rands in economic activity which in turn sustains and creates desperately needed jobs and livelihoods.  

The country needs to harness aviation’s potential and treat air connectivity as a key pillar in its strategy to recover the economy, create jobs and restore its competitiveness.  On behalf of all its members, the Airlines Association of Southern Africa urges the Minister of Transport, Barbara Creecy, to intervene and ensure these avoidable failures are resolved expeditiously before irreparable economic harm is done and jobs are sacrificed.  

Government must act and ensure its entities responsible for providing world-class aviation services and infrastructure: The Department of Transport, ACSA, ATNS and the SACAA (which now houses the two licencing councils) prevent these kinds of disruptions and deliver on their mandate of enabling safe, reliable, efficient and accessible passenger and cargo air transport.  This will let airlines play their role in fixing and growing South Africa’s economy. Without swift and decisive interventions, South Africa will score an own goal it simply cannot afford.   

ATNS problems keep reoccurring

The suspension of certain flight approaches at some smaller airports in South Africa raises serious questions about the ability of the South African Air Traffic Navigation Service (ATNS) to maintain the hardware and procedural infrastructure in its care. A number of industry insiders shared their concerns  on condition of anonymity due to the nature of their positions in the aviation industry.

Last week, the ATNS suspended procedures for all instrument-navigation flight approaches indefinitely while it continued to conduct a related maintenance programme. Under the suspension, pilots may fly visual approaches in favourable weather conditions. However, at night or during cloudy, misty or rainy weather, such approaches may not always be permissible. As it is presently ATNS is, as a whole, short-staffed and short-skilled and the airline industry is paying the price. Congestion and infrastructure issues are a frequent constraint and there is no apparent improvement in process. According to the ATNS, airports affected are George, Kimberley, Upington, East London, Mthatha and Polokwane.

Aviation AFRICA 2024 teams up with AfBAA

The advancement of business aviation in Africa is a focus at the 8th Aviation AFRICA Summit & Exhibition following the co-location of the African Business Aircraft Association’s (AfBAA) Symposium and Annual General Meeting at the event, being held at the Sandton Convention Centre in Gauteng, South Africa on 16 & 17h September 2024. “Co-locating our annual symposium at Aviation Africa is a major statement of intent about the importance of business aviation to this continent and our commitment to developing our industry on the most significant platforms,” said Alcinda Pereira, Chair of AfBAA. “Our partnership will create a greater networking opportunity for the region’s business aviation community and amplify AfBAA’s voice across our business and beyond,” she said.

The Summit will feature a keynote presentation from Pereira, who is the co-founder & Vice-Chair of Angolan private aviation group Bestfly, whilst Vice-Chair Gavin Kiggen, who is the Vice President, ExecuJet Africa & President Aircraft Sales and Acquisitions at Luxaviation Group, will also feature on the Summit programme, along with other senior representatives drawn from AfBAA members.

“As Aviation Africa has grown and developed, we have seen increasing delegate and exhibitor numbers at the event, so it is extremely fitting that we are teaming up with AfBAA in 2024 to boost participation from the business aviation industry,” said Mark Brown, CEO of Times Aerospace Events, which runs Aviation AFRICA. Brown announced the availability of discounted delegate and exhibitor packages for AfBAA members. Some of the business aviation industry’s biggest names, such as Hadid, Jetex, Skyplan, Jet Aviation, Bell Textron, Pratt & Whitney, Collins Aerospace, AEG Fuels and Satcom Direct are already signed up to join the event.

The Aviation Africa Summit & Exhibition 2024 is officially hosted by the South African Civil Aviation Authority (SACAA) and is regarded as the continent’s leading annual meeting place for the continent’s commercial air transport industry. “This is the first time the event has taken place in South Africa and it comes at an important time as the country recovers and rebuilds from the turbulence of the past few years,” said Brown.

A high-level array of speakers from across Africa and beyond will feature at this year’s Aviation AFRICA

Summit, which has the theme ‘Bridging Skies and Leveraging Growth’. The two-day Summit brings together leaders from the region’s airlines, the regulators, airports, OEMs and companies large and small across the whole support and supply chain.

Details of the event can be found on www.aviationafrica.aero

For more information about Exhibition & sponsorship opportunities, contact: Mark Brown – Aviation AFRICA: mark.brown@aviationafrica.aero

Sam Keddle – African Business Aviation Association – AfBAA: sam.keddle@afbaa.org

2 & 3 August
Soutpansberg fly-in and airshow
Contact Bianca Prinsloo E-mail: spbvilegklub@gmail.com

3 August
SAA Museum Society AGM 15h00 onwards
RSVP E-mail: secretary@saamuseum.co.za

Wake turbulence ends training flight

This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative was written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports. Conducting continuous left closed traffic operations on Runway 20L at John Wayne / Orange County Airport (KSNA) in California in a Cessna 172S with myself sitting left seat and student sitting right seat as he was training for CFI.

An Airbus A320 was landing on the parallel Runway 20R and we were advised to maintain visible separation and caution wake turbulence from KSNA tower 119.9 for that Airbus. We accepted and were cleared for the option Runway 20L. Airbus A320 continued to land and made it to Runway 20R while we were turning base to final Runway 20L. We altered our flight path to remain above that of the Airbus as winds were reported and observed to be a right crosswind. Meanwhile a B737 moved forward to cross Runway 20L and hold short 20R on Lima. This reaffirmed our decision to remain high to avoid jet blast as well as the landing Airbus’s wake. Continuing the descent to land, stable and configured, aircraft encountered the onset of wake turbulence forces and began to roll right uncommanded directly above 20L runway threshold at approximately 75-100 feet AGL.

I instructed the student to immediately initiate a go-around to which there was a delayed reaction, within 1-2 seconds after command was given, aircraft encountered substantially stronger wake turbulence forces and abruptly rolled uncommanded to the right, departing controlled flight rolling to approximately 40° of bank and -10°+ of nose pitch down. With student’s delayed reaction to go-around, I commanded ‘my controls’ which were not relinquished, causing me to forcefully take the controls with continuous verbal command given in a raised voice. With the forceful takeover of the controls, immediate full power was commanded and began to manoeuvre to avoid contacting the ground and the B737 holding between the runways on L. The aircraft was on a collision course with the B737’s left wing section, which was narrowly avoided after regaining controlled flight by a margin of 20-50 feet from the B737 and 15-30 feet from the ground. After successful manoeuvring to avoid collision, I continued the recovery and climbed back towards Runway 20L center line as the aircraft made it roughly to location of the Runway 20R PAPIs at its furthest deviation.

John Wayne Tower was then advised of the go-around and presence of severe wake turbulence event. Tower acknowledged and was startled as well as they witnessed the occurrence and asked if we request any assistance. Advised we did not require assistance and no aircraft damage was observed followed by requesting to terminate. The flight was terminated, returned to parking and assessed for any damage, but none was observed.

This type of wake turbulence incident has become so common my flight school now recommends not using KSNA for training operations when there is a right crosswind.

Former Rockwell Collins chief Kelly Ortberg succeeds Dave Calhoun as Boeing CEO

Boeing announced that its Board of Directors has elected Robert K. ‘Kelly’ Ortberg as the company’s new President and Chief Executive Officer, effective 8 August 2024. Ortberg will also join Boeing’s Board of Directors. “Boeing has a tremendous and rich history as a leader and pioneer in our industry, and I am committed to working together with the more than 170,000 dedicated employees of the company to continue that tradition, with safety and quality at the forefront,” said Ortberg. “There is much work to be done and I am looking forward to getting started.”

Ortberg will succeed Dave Calhoun, who announced his intention to retire earlier this year. The decision was confirmed by Boeing on 25 March 2024, at a time when Boeing is under increasing pressure over safety following the Alaska Airlines Boeing 737 MAX 9 door plug blowout on 5 January  2024. Calhoun has served as President and CEO since January 2020 and has been a member of Boeing’s Board of Directors since 2009.

“The Board conducted a thorough and extensive search process over the last several months to select the next CEO of Boeing and Kelly has the right skills and experience to lead Boeing in its next chapter,” said Steven Mollenkopf, Boeing’s Chair of the Board. “The Board would like to thank Dave Calhoun for his strong leadership at Boeing, first as Chair and then as CEO, when he stepped in to steer the company through the challenges of recent years.”

Ortberg started working as an engineer at Texas Instruments in 1983 and then joined Rockwell Collins in 1987. In 2013, he was appointed as the president and CEO of Rockwell Collins and was responsible for overseeing the company’s integration with United Technologies and RTX until he left RTX in 2021. 

He subsequently held a number of senior industry leadership roles, including as a member of the RTX board of directors, Boeing highlighted. Boeing has been under increasing pressure following the initiation of a safety process investigation by the Federal Aviation Administration (FAA) and the commencement of a criminal investigation by the US Justice Department into the Alaska Airlines incident.

Boeing Q2 results affected by 737 setbacks

Boeing posted a net loss of $1.44 billion in the second quarter of 2024, compared to a loss of $149 million a year earlier. The manufacturer has been grappling with delivery slowdowns of its 737 aircraft due to production issues and operational incidents. As a result, in the second quarter of 2024, the aircraft manufacturer delivered only 92 aircraft, compared to 136 the previous year. Boeing’s revenue for the first quarter of 2024 fell to $16.86 billion, down 15% from the same period last year.

“Despite a challenging quarter, we are making substantial progress strengthening our quality management system and positioning our company for the future,” Calhoun commented. “We are executing on our comprehensive safety and quality plan and have reached an agreement to acquire Spirit AeroSystems. While we have more work ahead, the steps we are taking will help stabilise our operations and ensure Boeing is the company the world needs it to be. We are making important progress in our recovery and will continue to build trust through action and transparency.”

Flynas and Airbus sign MoU for 90 new aircraft

Saudi Arabian low-cost carrier Flynas has signed a memorandum of understanding (MoU) with Airbus for 75 A320neo-family aircraft and 15 A330-900s. This strategic agreement will expand the airline’s capacity and range, enhancing its overall fleet capabilities. The MoU was signed during the Farnborough International Airshow in the presence of the President of the General Authority of Civil Aviation (GACA) of Saudi Arabia, H.E. Abdulaziz bin Abdullah Al-Duailej, Chairman of the Board of NAS Holding Ayed Al Jeaid, flynas Chief Executive Officer & Managing Director Bandar Almohanna and Airbus Chief Executive Officer, Commercial Aircraft, Christian Scherer.

“We are excited to further strengthen our long-standing partnership with Airbus,” said Bander Almohanna, CEO and Managing Director of flynas. “The A320neo family provides exceptional operational performance and environmental benefits, allowing us to offer unique, low-cost travel experiences. Additionally, the A330neowill enhance our long-haul capabilities with its advanced technology and efficiency while supporting our growth plans and Saudi Arabia’s pilgrim programme.”

The new aircraft will join the carrier’s all-Airbus fleet, serving international, domestic and regional routes. The new A330-900 aircraft will feature a two-class configuration, accommodating up to 400 passengers.

The addition of the A330-900 aircraft will support flynas’ ambitious growth plans. The airline anticipates significant operational efficiency gains by combining the new wide-body aircraft with its existing A320neo fleet. The A330-900 offers increased capacity and range at unrivalled seat costs, ensuring flynas can compete effectively in the growing regional market, a key focus area for the airline.

EAA AirVenture. Oshkosh 2024

Comment from EAA CEO and Chairman Jack Pelton:

• “This year’s tag line was ‘Inspiring the Future of Aviation’ and AirVenture 2024 certainly did that in countless ways. The mix of innovation, history, excitement and fun that is a hallmark of Oshkosh was present throughout the grounds and made the event a memorable one, filled with numerous ‘Only at Oshkosh’ moments in the air and on the grounds.”
• Attendance: Approximately 686,000 – Highest total on record! (Previous: 677,000 – 2023).
• Comment from Pelton: “Over the past decade and especially since 2020, we have seen AirVenture move to another level, as we maintain the heart of the event while adding programmes and activities that appeal to aviation enthusiasts of all interests. Kudos to our dedicated volunteers and staff who plan and adjust to make it work.”
• Total aircraft: More than 10,000 aircraft arrived at Wittman Regional Airport in Oshkosh and other airports in east-central Wisconsin. At Wittman alone, there were 16,780 aircraft operations in the 11-day period from 18 to 28 July 2024, which is an average of approximately 113 take-offs / landings per hour when the airport is open.
• Total show planes: 2,846 including: 1,200 vintage aircraft, 975 homebuilt aircraft, 337 warbirds, 154 ultralights and light planes, 82 aerobatic aircraft, 65 seaplanes and amphibians, 23 rotorcraft and 10 balloons.
• Camping: More than 15,000 sites in aircraft and drive-in camping accounted for more than 40,000 visitors.
• Volunteers: Nearly 6,000 contributing in excess of 250,000 hours.
• Commercial exhibitors: 861 (record number).
• Forums, Workshops and Presentations: More than 1,600 sessions hosted during the week at 65 venues.
• Social Media, Internet and Mobile: More than 23.9 million people were reached by EAA’s social media channels during AirVenture, with engagement of 3.7 million; Total social media video views: 17 million (up 149 percent over 2023); Nearly 45,000 social media followers gained; In addition, more than 142,000 hours of AirVenture live streaming and on-demand videos were viewed during the event.
• International guests: A total of 2,581 attendees registering at the International Visitors Tent from a record-setting 98 countries outside the US, a 9 percent increase over 2023. As a significant number of international visitors do not officially register at the tent when they arrive, the actual international visitor total is much higher.
• The Gathering shines: The EAA Aviation Foundation’s annual event to support its aviation education programmes attracted more than 1,000 people and raised a record $2.8 million dollars that will be focused on EAA’s mission of growing participation in aviation.
• Media: 836 media representatives on-site, from six continents.
• Economic impact*: $170 million for the five counties in the Oshkosh region (Winnebago, Outagamie, Fond du Lac, Calumet and Brown). * – based on 2017 University of Wisconsin Oshkosh economic impact study

What is ahead for EAA AirVenture Oshkosh 2025 (July 21-27, 2025) Comment from Pelton: “We have already received plenty of ideas for next year and a little bit later this summer, we will begin reviewing what might be possible for 2025. Our annual goal is to create a gathering of people and airplanes that is found nowhere else in the world and continue to improve the experience for EAA members and visitors.”

Airbus to lead NATO NGRC concept study

The NATO Support and Procurement Agency (NSPA) has awarded a contract to Airbus Helicopters to lead a concept study in the frame of  the Next Generation Rotorcraft Capability (NGRC) project under which the participants combine efforts to work on design, development and delivery of a medium multi-role helicopter. Airbus is partnering with RTX’s Collins Aerospace and Raytheon businesses and MBDA for the 13-month study which will analyse two integrated concepts of next generation military rotorcraft.

“Taking part in this NATO study for the next generation of military rotorcraft offers a unique opportunity to leverage our experience working with the different European armed forces,” said Bruno Even, CEO of Airbus Helicopters. “Our goal, together with our highly skilled partners, is to develop a European solution, a concept that would fulfill both the needs of the NATO armed forces while also guaranteeing industrial sovereignty for our European nations and maintaining key engineering competencies,” he added. “This project will be fully interoperable with other NATO means. With our experience in both civil and military helicopter design, we are convinced that we have the right cost effective, high performance, and operationally efficient solutions at Airbus Helicopters for the next generation of military rotorcraft.”

NSPA General Manager, Ms Stacy A. Cummings, said: “The launch of Concept Study #5 is a significant milestone for the NGRC concept stage activities, and demonstrates NSPA’s dedication to meet the challenge of next generation medium lift for participating nations. The strategy to launch three parallel contracts awarded by competition delivers on our commitment to maximise industry expertise, opportunity and engagement in the programme and will provide a broad range of potential concepts in the study results for our multinational customers.”

France, Germany, the United Kingdom, the United States, Ireland and Italy are involved in the project via the different partner companies. Each partner will contribute to the study in its area of expertise: helicopter design, systems integration, connectivity, weapons and effectors, avionics and sensors. The study will focus on high performance rotorcraft. The concepts will be modular and multi-mission, and fully interoperable with NATO standards. with a high degree of connectivity and resilient communication system.

More than 140 armed forces worldwide place their trust in Airbus’ helicopters, making Airbus one of the world’s largest suppliers of advanced military rotorcraft. Its broad range of helicopters comprises dual platforms (like the combat proven H225M and the H145M) and specialised military helicopters like the Tiger and the NH90. Airbus also offers a broad range of unmanned systems and is developing the potential provided by manned-unmanned teaming. Airbus has a strong track record in federating European and global players to deliver ambitious projects such as the Next Generation Rotorcraft. 

The NATO Support and Procurement Agency (NSPA) is NATO’s lead organisation for multinational acquisition, support and sustainment in all domains. NSPA is headquartered in the Grand Duchy of Luxembourg, with main operational centres in France, Hungary and Italy. The Agency employs over 1,500 staff and oversees more than 500 contractors worldwide.

Cirrus passes 10 000 SR limited edition aircraft

The first SR delivery was made in 1999. The SR Series has been the best-selling high-performance single-engine piston aircraft for 22 years, company officials noted. The Limited Edition 10,000 aircraft features a custom matte blue and white paint “with a hallmark design inspired by forward-moving lines that carry from the front of the aircraft toward the tail interlacing a symbolic Roman numeral ten and showcasing unique details that commemorate Cirrus’ milestone,” company officials said. In January 2024, Cirrus introduced the new SR Series G7 featuring Perspective Touch+ by Garmin with multiple refinements made throughout the aircraft and a new interior. 

100LL drop-in replacement ‘impossible’ says PAFI candidate

The company behind the only candidate left in the FAA-driven Piston Aviation Fuel Initiative process to create a high-octane unleaded replacement for 100LL says it is impossible. “There is no such thing as a drop-in unleaded fuel to replace 100 LL,” Dan Pourreau, business development manager with LyondellBasel Industries said. “We thought initially we were going to be able to do this, but we discovered we cannot do this either.” Pourreau said paper and technical modifications will be required on some engines to allow them to run safely on unleaded fuel. The LyondellBasell fuel UL100E is being evaluated through the congressionally mandated PAFI process at the FAA’s test facility in New Jersey.

Pourreau did not discuss General Aviation Modifications Inc.’s (GAMI’s) G100UL, which has an FAA supplemental type certificate to run in every spark ignition gasoline-powered engine used in airplanes on the FAA registry. STCs for helicopter engines are in process and were expected in the past few months but have not been released by the FAA. GAMI says the fuel works well in all engines and its lead-free formulation will extend engine life and maintenance intervals. To demonstrate its wide range of applications, the fuel was used to power the 2,000-horsepower radial engines in an A-26 that was flown to AirVenture.

Pourreau said the issue is achieving the 104 Motor Octane Number (MON) of 100LL. His team has not been able to do that without adding octane boosters that leave unacceptable deposits in the engines. “If you take lead out or you do not use manganese or other octane boosters, the best you can probably do is roughly 100 MON or above,” he said. “It is just virtually impossible to do that without changing other properties of the fuel so much, it is no longer practical and effective.”

Supernal and Sigma partner on AAM

Avalon 25Hyundai Motor Group’s advanced air mobility (AAM) company Supernal and Sigma Air Mobility announced a joint effort to identify and develop targeted markets for future AAM infrastructure and investments, targeting key markets in South and Southeast Asia and potential opportunities in Southern Europe. The collaboration is intended to leverage the companies’ combined expertise to lead in the visioning, launch and scale-up of decarbonised and accessible air mobility networks in these regions, with Sigma operating Supernal electric vertical take-off and landing (eVTOL) aircraft and providing vertiport development and operations and related services.

The partnership unites Supernal and HMG’s expertise in eVTOL design and manufacturing with Sigma and Luxaviation Group’s global presence and extensive expertise in aviation fleet and infrastructure operations, training and technical services. Together the two parent companies operate in more than 60 countries, with HMG’s global presence in 42 countries and Luxaviation operating in 23.

Supernal is reimagining intra-city mobility through the creation of an eVTOL vehicle that will travel 60 miles and cruise at 120 miles-per-hour to meet the growing demand for efficient transportation options in urban environments. Supernal will achieve commercial aviation safety levels and enable scalable manufacturing of its vehicles, aligning its development timeline with the broader ecosystem to enable operators to enter the market in 2028.

Sigma serves a broad base of customers with AAM solutions, recognising aircraft electrification as a necessity to achieving net-zero targets in the wider air transport industry. The company plays a key role in Luxaviation Group’s commitment to environmental stewardship, as also demonstrated through its ‘Go-to-zero’ investment fund, expanded use of sustainable aviation fuel and the goal of full decarbonisation by 2030. Luxaviation Group is one of the largest business aircraft, helicopter and private aviation terminal operators worldwide. Sigma draws from Luxaviation’s extensive operational expertise and footprint for its efforts in sustainable and accessible air mobility.

“The need for more sustainable aviation solutions is global, while specific transportation needs are local,” said Christophe Lapierre, CEO, Sigma Air Mobility. “Together, Sigma Air Mobility and Supernal can expand access to Advanced Air Mobility by matching our solutions with the markets where they will be best suited.”

“Supernal is building relationships with local government leaders ready to embrace innovative solutions to decarbonise transportation,” said Jaiwon Shin, president of Hyundai Motor Group and CEO of Supernal. “Supernal and Sigma Air Mobility share not only a vision for Advanced Air Mobility, but also complementary business goals to advance the industry.”

Under the multi-year memorandum of understanding, Supernal and Sigma will identify target markets for collaborative projects, align with local transportation needs and work with public and private partners and investors to establish the structure needed to build local AAM ecosystems.

FAA authorises first commercial use of BVLOS drone operations

On 30 July the Federal Aviation Administration (FAA) announced it has authorised the first commercial drone flights without visual observers. The green light comes in Dallas-area airspace and goes to Zipline International and Wing Aviation. The two entities may now deliver packages while keeping their unmanned aircraft separated using technology provided by Unmanned Aircraft System Management (UTM). Operating beyond visual line of sight (BVLOS) under rigorous FAA safety oversight is made possible by new advancements in air traffic technology, according to the agency announcement. The new procedures provide ‘a key step toward making these BVLOS flights routine.’

The FAA wrote: “Using UTM services, companies can share data and planned flight routes with other authorized airspace users. This allows the operators to safely organise and manage drone flights around each other in shared airspace. All flights occur below 400 feet altitude and away from any crewed aircraft. The FAA expects initial flights using UTM services will begin in August and issuing more authorizations in the Dallas area soon.”

The FAA is working to release a notice of proposed rulemaking (NPRM) on normalizing BVLOS operations for drones. The NPRM would allow operators to safely expand drone operations. The FAA wrote, “We are on track to release the NPRM later this year, following strong Congressional support in the recent FAA reauthorisation.”

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