December 31, 2021 - No. 96 In This Issue : U.S. airline group seeks 5G wireless deployment delay near airports : Boeing (BA) Wins $471M Deal to Modify Japan's F-15 Jets : FAA Handbook Incorporates Eagle Guidance on Aircraft Energy Management : 5 Ways eVTOL Avionics Will Change How Pilots Fly : The McDonnell Douglas Blended Wing Concept : Biesterfeld to distribute Solvay composite materials portfolio across continental Europe : New AI security tech to be trialled at Southampton Airport : WHY BUY AN AIRCRAFT FOR FLIGHT TRAINING : Norse Atlantic Airways, founded by former Norwegian executives, receives its air operator’s certificate : FRCE completes verification of laser peening process : SpaceX Starship Launch Headlines The Most Anticipated Space Missions For 2022 U.S. airline group seeks 5G wireless deployment delay near airports The aviation industry and the U.S. Federal Aviation Administration have raised concerns that 5G might interfere with sensitive aircraft electronics like radio altimeters, which could delay or divert flights . A U.S. trade group representing major passenger and cargo airlines asked the Federal Communications Commission (FCC) on Thursday to halt deployment of new 5G wireless service at some airport locations. AT&T and Verizon Communications are set on Jan. 5 to deploy C-Band spectrum 5G wireless service that they won in an $80 billion government auction. The aviation industry and the U.S. Federal Aviation Administration (FAA) have raised concerns that 5G might interfere with sensitive aircraft electronics like radio altimeters, which could delay or divert flights. Patricia Vercelli, general counsel for industry group Airlines for America, said in a memo seen by Reuters that air carriers continue to urge the FCC and FAA "to work together on a practical solution that will enable the rollout of 5G technology while prioritising safety and avoiding any disruption to the aviation system." The airlines' petition is aimed at preserving legal options in the event ongoing discussions do not result in an agreement and to prevent what airlines warn could be "massive disruptions" to U.S. aviation, the group said. "We are committed to working in good faith to find a solution. But time is running out," the airline group said. Earlier this month, the group warned interference from 5G networks could cause 4% of U.S. flights to be diverted, delayed or canceled. The FAA this month issued airworthiness directives warning 5G interference could result in flight diversions. The agency has been preparing to issue notices further detailing impact of potential interference but has delayed release as intensive talks continue between the Biden administration, wireless carriers and the aviation sector. Airlines for America, which represents American Airlines , Delta Air Lines, United Airlines, FedEx and other major carriers, says if the FAA 5G directive had been in effect in 2019, about 345,000 passenger flights and 5,400 cargo flights would have faced delays, diversions or cancellations. In November, AT&T and Verizon delayed commercial launch of C-band wireless service by a month until Jan. 5 and adopted precautionary measures to limit interference. Aviation industry groups said that was insufficient. The aviation industry made a counterproposal that would limit cellular transmissions around airports and other critical areas. Wireless industry group CTIA said 5G is safe and the spectrum is being used in about 40 other countries. The FAA declined to comment. The FCC and CTIA did not immediately comment. https://www.thehindu.com/sci-tech/technology/us-airline-group-seeks-5g-wireless-deployment-delay-near-airports/article38076837.ece Boeing (BA) Wins $471M Deal to Modify Japan's F-15 Jets The Boeing Company BA recently clinched a contract to support the modification of the F-15MJ aircraft for the Japan Air Self Defense Force. The award has been offered by the Air Force Life Cycle Management Center, Wright-Patterson Air Force Base, OH. Details of the Deal Valued at $471.3 million, the contract is expected to be completed by Dec 31, 2028. Per the deal terms, Boeing will develop, test and deliver four Weapon System Trainers. Work related to the deal will be executed in St. Louis, MO. Rising Demand for Military Jets & Boeing With the rising security threats across the globe, emerging economies like the Asia Pacific, the Middle East and South America are spending rapidly to enhance their defense arsenals. Contrarily, developed nations like the United States and Europe have already been leading the defense market. It is imperative to mention in this context that military aircraft, both manned and unmanned, forms an integral part of a country’s defense products. It is to be noted that the emerging trends in the combat aircraft space like fifth-generation technology aircraft, advanced composite materials and stealth technology have been substantially driving demand for military jets. The global military jet market is expanding manifold, with North America leading this space. Boeing, being the largest jet maker in the United States, enjoys a dominant position. The company thus enjoys a frequent flow of contracts for military jets and associated upgrades. The latest contract win is a bright example. Prospects With rising security threats across the globe, emerging economies like the Asia Pacific, the Middle East and South America are spending a lot on enhancing their defense arsenals. Meanwhile, developed nations like the United States and Europe have already been leading the defense market. With the United States being the largest weapon exporter worldwide, the nation has been spending generously on defense products, wherein the combat aircraft enjoys one of the dominating positions. Boeing, being the largest aircraft manufacturer in the United States, thus enjoys a dominant position in the combat aircraft market. Per a Mordor Intelligence report, the global combat aircraft market is expected to witness a CAGR of 2.5% during the 2021-2026 time period, with North America constituting the largest share of this market. Such growth can be attributed to a rise in global threats and geopolitical instabilities as well as increased spending on defense. This should benefit Boeing along with other U.S.-based combat jet manufacturers like Northrop Grumman NOC, Lockheed Martin LMT and Textron TXT. Lockheed’s Aeronautics business segment is engaged in the research, design, development, manufacture, integration, sustainment, support and upgrade of advanced military aircraft, including combat and air mobility aircraft, unmanned air vehicles, and related technologies. Its major programs include F-35, C-130 Hercules, F-16 Fighting Falcon and F-22 Raptor jets. Lockheed Martin reported third-quarter 2021 adjusted earnings of $6.66 per share, which surpassed the Zacks Consensus Estimate by a whopping 239.8%. LMT stock has gained 41.5% in the past five years. Since its inception, Northrop Grumman has been a pioneer in the development of manned aircraft for combat. Northrop Grumman also has a tradition of providing technological leadership in all aspects of military aviation and aircraft such as manned, unmanned, targeting, surveillance, and aircraft self-protection systems that enable warfighters to accomplish missions anytime, anywhere, and under any conditions. Northrop Grumman reported third-quarter 2021 earnings of $6.63 per share, which surpassed the Zacks Consensus Estimate of $5.93 by 11.8%. NOC stock has gained 66.3% in the past five years. Textron’s business unit, Textron Aviation Defense designs, builds and supports versatile and globally known military aircraft preferred for training and attack missions. Some of Textron’s renowned products include Beechcraft T-6C trainer and AT-6 Wolverine. Textron reported third-quarter 2021 adjusted earnings of 85 cents per share, which outpaced the Zacks Consensus Estimate of 75 cents by 13.3%. TXT stock has gained 58.9% in the past five years. https://www.nasdaq.com/articles/boeing-ba-wins-%24471m-deal-to-modify-japans-f-15-jets FAA Handbook Incorporates Eagle Guidance on Aircraft Energy Management In collaboration with the Federal Aviation Administration (FAA), Dr. Juan Merkt, an associate professor of Aeronautical Science at Embry-Riddle Aeronautical University, is developing guidance materials for pilots on aircraft energy management and has contributed the first-ever chapter on the subject to the latest edition of the FAA Airplane Flying Handbook. The chapter offers an in-depth explanation of the factors affecting an airplane’s energy use, pointing out that energy management awareness is key to aviation safety. “Every pilot is an energy manager — managing energy in the form of altitude and airspeed from takeoff to landing,” Merkt wrote for the handbook. “Proper energy management is essential for performing any maneuver as well as for attaining and maintaining desired vertical flightpath and airspeed profiles in everyday flying.” David St. George, executive director of the Society of Aviation and Flight Educators (SAFE), called the energy management chapter “genius” in SAFE eNews, adding, “It’s a much more nuanced approach to aircraft control than the old ‘yank and bank’ method.” Merkt, who initiated a course called Safety Principles of Aircraft Energy Management at Embry-Riddle’s Prescott Campus and has brought the course to the Daytona Beach Campus to start in Fall 2022, would like aircraft energy management to be incorporated into pilot training to help improve both safety and efficiency. “Despite their impact on safety and economy, energy management skills are not adequately taught or evaluated in civilian pilot training,” Merkt said, pointing out that in-flight energy crises can lead to fatal accidents. He said that, as the aviation industry heads into a surge of pilot hiring, most new pilots will come not from the military, where fighters pilots are trained in energy management skills, but from civilian training programs. Meanwhile, a focus on energy efficiency is also a “first step toward embracing principles of sustainability,” he said, adding that he has gotten excellent support from the FAA and others on his work. Merkt is also involved in an FAA-sponsored research project with colleagues from Florida Institute of Technology and Georgia Tech that explores the energy requirements for certification of electric aircraft with vertical takeoff and landing capabilities. https://news.erau.edu/headlines/faa-handbook-incorporates-eagle-guidance-on-aircraft-energy-management 5 Ways eVTOL Avionics Will Change How Pilots Fly Although the fledgling electric vertical takeoff and landing (eVTOL) industry faces a long path to aircraft certification and entering service, avionics giants are already defining the future of this new aviation sector. No pressure. They’re just taking on the challenge of merging electronics and visual displays—across flight controls, navigation, communication, fuel systems, and threat detection—for an entirely new form of air transportation. Things are just getting started, but it’s already clear that avionics for these new aircraft types will change how pilots receive their instrument data and how they interact with it. Obviously, integrated display panels for eVTOLs will be a far cry from the old six-pack steam gauges of the 20th century. If all goes as planned, they’ll soon differ significantly from the glass cockpits we know today. Let’s take a look at five ways eVTOL avionics will change how pilots fly. 1. Pilots of eVTOLs will use avionics that are easier to use. Flying small, electric, hovering aircraft at low altitudes through a complex urban landscape will require high levels of performance by pilots as well as their avionics. In Los Angeles alone, Joby Aviation is envisioning 300 eVTOLs performing multiple flights each day to more than 20 destinations, according to investor materials. Overall, Morgan Stanley is projecting in a best-case scenario that Joby’s entire fleet could grow to as many as 14,000 aircraft in a decade. Industry insiders say eVTOL data sets must be consolidated. To facilitate successful pilot training, visual displays and functionality must be intuitive, smart, and simple to operate. “They better be, because otherwise there’s just not going to be enough pilots that can fly them,” says Dan Schwinn, founder, president and CEO of Avidyne Corp. “If we think we’re going to create hundreds of thousands of super humans to fly these things, it’s just not realistic,” Schwinn tells FLYING. Avidyne and Garmin (NYSE:GRMN) are just two of many avionics manufacturers actively working with eVTOL companies on their integrated flight decks. Alex Bennett, Garmin’s director of aviation OEM and defense sales, says eVTOL avionics will make things simpler by alerting pilots about the most important data point at the time. It’s referred to as the “limiting factor.” “So, it’s no longer up to the pilot to go through and think: ‘Here’s what all my temperatures, altitude, and my flying conditions are. Which gauge do I need to be paying attention to?’ Bennett tells FLYING. “The avionics are just going to say, ‘Hey, here’s the limiting factor. This is the one you have to pay attention to right now.” 2. Pilots will be using different data sets during eVTOL flights. Key avionics data sets specific to eVTOLs will include: • available battery power • available range • motor temperatures • motor speeds As always in aviation, weight matters. But this rule is even more important in a battery-powered aircraft, where batteries are pushed to their limits. As a result, weight will be extremely critical for eVTOL avionics. Overall aircraft weight will remain constant—obviously because it’s not burning fuel during flight. So, a pilot’s decision whether to perform a go-around at a destination airport will be based on available battery power, making this metric one of the most important in the entire avionics suite. First iterations of eVTOLs will likely include flight decks that look familiar to many pilots. This is because some eVTOL manufacturers are already using modified off-the-shelf integrated flight decks that are proven and FAA-certificated. It’s a strategy aimed at achieving aggressive certification schedules. “They can’t really wait for a whole new system to be developed,” Bennett says. “They have a lot of pressure to be first to market, expand their market share, and manage investor expectations.” California-based Joby Aviation (NYSE:JOBY), which has been flying full-sized prototypes of its tilt-rotor eVTOL since 2017, announced in February it will use Garmin’s G3000 as its initial avionics suite. “We have a very flexible system architecture that allows us to modify through configurations without actually touching the software itself,” Bennett says. Joby says it expects its air taxi to enter service in 2024. Future iterations of eVTOL avionics will be customized depending on the aircraft’s mission. The avionics suite of an air taxi with a mission to fly passengers on established, 25-mile routes will differ from a cargo eVTOL with a mission to deliver packages to various locations. 3. eVTOL pilots will have help from sensors scanning all directions, all the time. There’s a good reason why manufacturers of eVTOLs have been recruiting engineers who specialize in radar, infrared, and other types of sophisticated sensor technology. These kinds of systems will be part of the aircraft and the avionics will be showing pilots what they need to know, when they need to know it. Schwinn expects eVTOLs to include arrays of cameras positioned all around the aircraft, constantly monitoring its surroundings and feeding data to the avionics system. What the avionics system does with that data is where this gets even more interesting. 4. Eventually eVTOL pilots will have a co-pilot named AI. If eVTOL succeeds and regulators allow these new aircraft to fly in the national airspace, avionics engineers have big plans for the future: artificial intelligence, or AI. “We’re trying to certify an AI to make it appropriate for a traffic detection system,” Schwinn says. “But the question is: how do you put an AI in there to interpret all this data and get some certification credit for it? That is the part of the puzzle that we’re working on with Daedalean.” Daedalean AG, a Switzerland-based company that develops autonomous piloting software, has partnered with Avidyne to develop an intelligent, camera-based system for visual positioning, landing guidance, traffic detection, and hazard avoidance. Schwinn envisions a system that interprets data inputs from ADS-B, radar, IR, or even LIDAR (light detection and ranging) which involves laser tech. How would avionics use sensor inputs in a panel display? “At some point, you may get a traffic alert,” Schwinn says. “On your avionics, you’ll see the traditional symbology, but you also see a picture of the traffic.” Ideally, an AI system would be able to ID traffic both above or below the horizon, which is more difficult. Obviously, AI-assisted avionics would need to highlight potential conflict early enough for the pilot to make an avoidance maneuver. Or, in an even more futuristic scenario, the AI would actually offer resolution advisory—a suggested, specific avoidance maneuver. Some of this technology is already in place in other aircraft. Resolution advisory is already available in TCAS II avoidance systems. Auto TCAS, which is directly linked to the flight control system, exists on several Airbus airliner types, including the A350. Ultimately, engineers want to develop AI-based predictive avoidance technology that will allow eVTOLs to fly autonomously, without pilots. The success of Garmin’s Autoland emergency avionics system has not been lost on eVTOL manufacturers. In May, Joby Aviation hired engineer Didier Papadopoulos, who was instrumental in developing the award-winning system. Autoland avionics take control of an airplane if the pilot becomes incapacitated, automatically avoiding known hazards and landing at the optimum airport. A similar product, Garmin’s Smart Glide, automates avionics for engine failure and other power emergencies. “I think [failure and emergency] automation is very much in the short term,” says Bennett. “In the long term, all that automation is just a matter of getting the aircraft to react automatically—instead of the pilot—to do that interaction.” Avionics OEMs and eVTOL manufacturers are still defining each other’s swim lanes in terms of who is in charge of developing which systems. “Autopilot algorithms are developed by the avionics manufacturer,” Bennett says. “In the rotorcraft and helicopter space—especially in IFR—this has been classically owned and controlled by the OEM or aircraft manufacturer. When you talk about this new [eVTOL] space, with every function, each one of these companies is kind of redefining” which parts of the avionics they want to own and develop. 5. eVTOL pilots will be connected with the ground at all times. With so much data in play, avionics for these new aircraft will have to be connected to more than just an air traffic control center. Depending on the eVTOL’s mission, they’ll be using 5G cellular networks or satellite comms or other systems to link with the internet and data clouds. “These eVTOLs, they’re virtually all going to be connected virtually all the time,” Schwinn says. “We certainly are hearing about this from our customers. That’s another big, big topic for eVTOLs and their flight decks.” Connectivity will be crucial for accessing the right data quickly. In fact, eVTOL manufacturers Lilium (NASDAQ:LILM) in Germany and Vertical Aerospace (NYSE:EVTL) in the U.K. have chosen to launch their aircraft with Honeywell’s new Anthem flight deck, which specializes in cloud connectivity. Touted as “the world’s first always-on, cloud-connected avionics,” Anthem generates and transfers data from ground-based servers so the aircraft becomes accessible through a cloud computing infrastructure. Experts say 5G may work for low-flying air taxis and delivery eVTOLs, but it’s too soon to know for sure. ”Whatever the mission, at the end of the day, I think you’re going to see these aircraft being way more connected than we’ve seen to date on GA airplanes,” Schwinn says. As you might expect, plenty of big questions remain, such as standardization. Will the avionics industry come together on how pilots would operate eVTOL decks? Or will pilots have to be type rated to operate avionics made by different OEMs? Keep in mind: eVTOL aircraft have yet to be type certificated by the FAA and much needs to be done before the fledgling industry proves itself. “Right now, it’s early days,” Schwinn says. After eVTOL moves beyond off-the-shelf avionics, things will start to pop. “When they really hit the market and mature, you’re going to see some really tightly integrated stuff. Eventually, eVTOLs are going to be the most highly integrated aircraft out there.” https://www.flyingmag.com/5-ways-evtol-avionics-will-change-how-pilots-fly/ The McDonnell Douglas Blended Wing Concept Blended wing aircraft are often discussed when it comes to considering the future of commercial aviation. These radical designs come across as rather futuristic in renderings, but did you know that the concept has existed for several decades? As it happens, McDonnell Douglas was an early pioneer of such technology back in the late 20th century. What is a blended wing aircraft? Let’s start by establishing what it is about blended wing aircraft that sets them apart from the conventional airliner designs that we have become accustomed to today. In essence, the fuselage and wings of these aircraft are effectively a continuous structure, with no clear divide. Like ‘flying wing’ aircraft, they can also be tailless, but do not always have to be. A key advantage that this design offers over conventional fixed-wing airliners is the fact that the drag it produces is considerably lower. In a world where airlines are looking to optimize operations by saving fuel, this is a valuable benefit. They can also be more effective at generating lift. However, they do pose a challenge for designers in terms of cabin setup. After all, to carry passengers and cargo in such aircraft could require radically different configurations to what we are currently used to. Indeed, there would likely be more space available, and airlines would have to consider how they’d want to use this extra area. Airbus is already developing a blended wing concept, which is known as ‘MAVERIC.’ McDonnell Douglas’ early endeavors The launch of Airbus’ ‘MAVERIC’ project was a fairly recent revelation. However, manufacturers have been researching blended wing aircraft for several decades. Former planemaker McDonnell Douglas was a particular pioneer in this field in the late 20th century. Indeed, McDonnell Douglas came up with a design that it called the Blended Wing Body (BWB) in the late 1990s. According to Air & Space Magazine, this was the result of work by aerodynamicist Robert Liebeck that had begun the previous decade. As seen in the tweet below, it could have had a wingspan as wide as 340 feet. This equates to 103.6 meters. Of course, McDonnell Douglas’ merger into Boeing at around the time of the BWB’s development meant that it could never pursue the project itself. However, Boeing pushed forward with this work. This resulted in the creation of an experimental aircraft known as the X-48, as seen below. It produced two of these, and flew them between 2007 and 2013. The future of commercial aviation? With the aforementioned increased operational efficiency, and the exciting challenge of developing new cabin designs, blended wing aircraft may capture the imagination of the aviation industry in years to come. The radical new shape may even lend itself to hydrogen propulsion, due to the additional storage space offered by its fuselage. However, widespread use of such planes seems unlikely in the shorter term. According to Leeham News, Boeing’s Vice President of Product Development and Future Airplane Development, Mike Sinnett, stated in 2018 that the US manufacturer wouldn’t have a practical passenger or cargo-carrying version of the BWB in the skies any time soon. https://simpleflying.com/the-mcdonnell-douglas-blended-wing-concept/ Biesterfeld to distribute Solvay composite materials portfolio across continental Europe Specialty chemicals company Biesterfeld Spezialchemie (Hamburg, Germany) has signed a distribution agreement with Solvay (Alpharetta, Ga., U.S.) to administer its product portfolio of advanced composite materials — such as prepregs, adhesive films, adhesives and primers that are predominantly used in aviation, automotive and other industrial applications — in continental Europe and North Africa. The new cooperation is effective immediately. Prior to this announcement, Biesterfeld and Solvay have retained a long-term partnership for high-performance polymers, rubber materials and organic fluorinated intermediates. The new agreement covers composite materials including the prepreg brands CYCOM, Solvalite, MTM, LTM, VTM and HTM. According to Solvay, its prepreg materials fulfill aviation and automotive industry standards including low weight and excellent structural performance, and are used for primary and secondary structure applications; both autoclave and out-of-autoclave (OOA) systems are available. Biesterfeld will also have access to one-part and two-part Solvay’s resin infusion systems such as PRISM series, the company’s FM structural adhesive films — which are designed to meet precise requirements on metal-to-metal, composite-to-metal and composite-to-composite bonding — and other adhesives brands DAPCO, AeroPaste, BR and Surface Master. The DAPCO series comprises rapid-cure and room-temperature cure sealants, potting compounds and paste adhesives. DAPCO firewall sealants are characterized by optimized heat and fire protection for different aircraft applications. AeroPaste complements the adhesive portfolio with high-performance paste adhesives for cost-efficient rapid assembly. Solvay’s chromated and non-chromate corrosion-inhibiting BR bonding primers are also said to guarantee processing flexibility, easier manufacturing processes and improved adhesion while inhibiting degradation to provide long-term durability for aerospace applications. Finally, the company’s Surface Master surfacing films aim to reduce total cost of ownership (TCO) by significantly reducing surface defects and by offering handling properties that make manufacturing easier. “We are honored to be granted the distribution rights for Solvay’s innovative and high-end advanced composite materials. The products meet the highest industry standards and will bring customers, especially in the aviation sector, remarkable manufacturing possibilities,” says Stig Eines, market manager Composite & Tooling, Biesterfeld Spezialchemie. According to Sergej But, head of Sales Europe Performance Products, Biesterfeld Spezialchemie, through this partnership, customers will also gain access to leading-edge technology products along with prompt technical assistance. https://www.compositesworld.com/news/biesterfeld-to-distribute-solvay-composite-materials-portfolio-across-continental-europe New AI security tech to be trialled at Southampton Airport In December, tech company Pangiam announced details of Project DARTMOUTH, an initiative to transform airport security operations by looking for threats concealed within baggage and other shipments. Using Pangiam’s technologies alongside Google Cloud AI and machine learning computer vision tools, the technology will be tested within the security facilities of AGS Airport Ltd including Southampton. Aimed at making air travel safer by integrating AI into airport baggage security and screening, the technology will in the first instance be focused on rapidly identifying potential threats in baggage addressing critical friction points as well as supporting security teams. In later phases the technology will scale to help tackle other pressure points in security and wider airport operations. AI and ML models will be trained to be able to detect prohibited items in real-time as bags pass through airport X-ray scanning equipment. It will also be used to spot anomalies and unusual patterns which could indicate a new or coordinated attempt to breach security, before alerting security staff to examine those items further. Chief Operating Officer of AGS Airports Ltd, Mark Johnston, said: “Google Cloud and Pangiam are world leaders in the artificial intelligence field, and we are pleased to be working in partnership with both organisations on a cutting-edge project that could have a transformative effect on the security of our passengers and colleagues. “Aviation is an industry that never stands still, and as one of the UK’s biggest airport groups, we are continually looking at new ways to adapt and evolve.” https://www.dailyecho.co.uk/news/19816690.new-ai-security-tech-trialled-southampton-airport/ WHY BUY AN AIRCRAFT FOR FLIGHT TRAINING When you look at your hourly rate for flight training, the biggest expense isn't the instructor, it's the airplane's rental rate. For example, if aircraft rental is $180 an hour and the instructor is about $60 an hour, the airplane is three times the cost of the instructor. If you own an airplane, all you're really paying for are your direct expenses, which typically tend to be less than what a flight school or freelance instructor will charge, even taking into consideration maintenance costs. It almost always works out to be a better economic proposition to buy an aircraft for flight training instead of renting one from the flight school. There's another consideration: If it's your airplane, it's going to be available when you want to fly (minus maintenance downtime, of course). Also the airplane you buy most likely will be in better condition than the ones that the flight school is flying. Sometimes the value of time exceeds the value of money. Having an airplane at your disposal for flight training or solo flight practice allows you to maintain the perishable skills of flying while also staying on track toward obtaining your license. There is nothing more frustrating than clearing your calendar for flight training, only to discover the booked aircraft is unavailable for any number of reasons. A word of advice: Should you decide to purchase an airplane for flight training purposes, buy the airplane you intend to use afterwards. In other words, don’t buy a Cessna if you know you’re planning on acquiring a Cirrus once you get your ticket. Particularly for low-time pilots, it’s safer to stick to a familiar aircraft and workflow than it is to adapt to new routines. We already know the supply of piston single-engine aircraft is finite. Few manufacturers exist to add more piston single aircraft to the GA fleet. Plus, COVID has accelerated demand for personal aircraft, already squeezing a very tight market. So it's possible your airplane will appreciate in value, if you decide to sell it after training. Yet another reason we think it's a very good idea to acquire your own personal trainer. https://finance.aopa.org/resources/2021/december/30/why-buy-an-aircraft-for-flight-training Norse Atlantic Airways, founded by former Norwegian executives, receives its air operator’s certificate The Norwegian Civil Aviation Authority has issued the Air Operator Certificate (AOC) for Norse Atlantic Airways. The new airline was founded by executives of the former Norwegian Long Haul and is expected to start transatlantic operations by spring 2022. «We would like to thank the Norwegian Civil Aviation Authority for a constructive and professional process. We are now a major step closer to the launch of our exciting and affordable flights between Europe and the United States. Bjorn Tore Larsen, CEO and founder of Norse Atlantic Airways, said: «We have had a good and constructive dialogue with the Norwegian Civil Aviation Authority». «We have had a good and constructive dialogue with Norse throughout the process of issuing a Norwegian AOC. Wishing them the best of luck and we look forward to a continued productive relationship in the future» added Lars E. de Lange Kobberstad, Director General of the Civil Aviation Authority in Norway. Norse Atlantic has over the past few months begun the process of recruiting pilots, cabin crew, maintenance personnel, among others, planning a headcount of more than 1,600 employees, and has selected Fort Lauderdale, Florida, as the company’s U.S. headquarters. The first Boeing 787 Dreamliner has already received the company’s colors. Norse Atlantic applied to the U.S. Department of Transportation (DOT) in September 2021 for permission to fly from Oslo (OSL) to Fort Lauderdale (FLL), Newburg/New York (SWF), and Ontario, California (ONT). As of today, Norse Atlantic is still awaiting its UK AOC. The airline has recently been negotiating with the UK aviation authorities for slots at Gatwick (LGW) and Stansted (STN) airports. It is rumored that the latter would be Norse’s base in Great Britain. https://www.aviacionline.com/2021/12/norse-atlantic-airways-founded-by-former-norwegian-executives-receives-its-air-operators-certificate/ FRCE completes verification of laser peening process MARINE CORPS AIR STATION CHERY POINT, N.C. – Fleet Readiness Center East (FRCE) marked a milestone in its support of the F-35B Lightning II aircraft when it successfully completed verification of the laser shock peening process and returned the first aircraft to undergo the procedure to the fleet. Laser shock peening strengthens the aircraft’s frame without adding any additional material or weight, which would reduce its capability by limiting its fuel or weapons carrying capacity. The procedure helps extend the life expectancy of the fifth-generation F-35B fighter, which is the short takeoff-vertical landing (STOVL) variant flown by the U.S. Marine Corps. Verification of the process provides quality control by confirming it meets system-level requirements through a combination of inspection, analysis, demonstration and testing. “The laser shock peening modification is essential to extending the life of the F-35B STOVL variant, and the ability to complete this procedure successfully allows FRC East to support this critical workload,” said FRCE Commanding Officer Col. Thomas A. Atkinson. “Standing up this strategic capability positions FRC East as a readiness multiplier for the future of Marine Corps aviation, and I’m proud of the hard work and dedication shown by the team in achieving verification of the process and returning the first laser shock peened F-35 aircraft to the fleet.” FRCE completed construction on a $6 million, purpose-built laser shock peening facility in August 2019, and inducted the first F-35 to undergo the procedure in June 2020. Achieving the verification milestone required a cooperative effort by a multidisciplinary team that spans FRCE, the F-35 Joint Program Office, the aircraft manufacturer and the contractors that developed and conduct the laser peening procedure. “The big picture here is that we set up a capability that has never been stood up before. We made STOVL history by completing verification of the laser shock peening procedure on the first Marine Corps aircraft inducted for the modification and returned to the fleet,” said Jeanie Holder, the F-35 Joint Program Office induction manager at FRCE. “As our local enterprise, we accomplished a lot to get the building stood up, get the equipment set up, and then roll the first aircraft into something that has never been done before.” Ike Rettenmair, the interim Fixed Wing Division director at FRCE, said he agreed the teamwork between the venture’s stakeholders – FRC East, the F-35 Joint Program Office, Lockheed Martin, Curtiss-Wright Surface Technologies and Northrup Grumman Corporation – helped make the effort successful. “We have a great partnership between the working entities, and that makes all the difference,” he added. Brent Dane, director of laser technology at Curtiss-Wright, said the company is proud to be part of this milestone. “Curtiss-Wright Surface Technology takes great pride in our contributions to returning the first laser peened F-35B to active service and we look forward to continued support of the F-35 fleet with this unique laser strengthening process,” he said. “With the ever growing applications of this technology to critical military assets, we are honored to contribute to our nation’s defense and to help guard the safety of the warfighter.” Having the laser shock peening process verified means FRCE and its partners conducted the modification for the first time and was then troubleshot, streamlined and improved, said Wes Klor, overhaul and repair supervisor on the F-35 modification line at FRCE. “Our team got in there and completed the modification according to the engineering instruction, found any issues or trouble spots and documented these areas,” Klor explained. “The artisans will take the instructions and work them, step by step, until they get to a point where they see an area for correction or improvement,” he continued. “Then they work with engineering to make changes to the engineering instruction on the spot and test out these solutions. Finally, they repeat the entire process successfully.” Verification validates the engineering instruction, the tooling, the supply system and other factors associated with the process, noted Scott Nelson, F-35 Joint Program Office induction manager at FRCE. “Verification makes the process repeatable,” he said. “You could take that instruction now and go complete this modification anywhere in the world if you had an LSP facility because all the steps are correct and in the right order. You have everything you need to do it.” The verification marks FRCE as the first and only facility in the world to capable of conducting the laser shock peening modification on an F-35 aircraft; a second facility, Ogden Air Logistics Complex at Hill Air Force Base, Utah, is scheduled to come online in the near future, and FRCE has served as a model for successful standup, Holder said. “We found all the potholes. We have broken ground for them to be able to fall in behind us and not have to do it the hard way,” she said. “It was always intended for FRC East to lead the way.” The Air Force facility has even sent members of its workforce to observe and learn from the work done at FRCE, Rettenmair added. “They’ve sent artisans here to see what we do,” he said. “They’ve sent planners and business office staff just to learn from this laser shock peening verification effort, and we’re willing to reach out to them and help them be successful.” The skill and enthusiasm of the artisans on FRCE’s F-35 modification line make this type of success possible at the depot and beyond, Rettenmair added. “The commitment of the team is unmatched,” he said. “The F-35 team as a whole is just hard to touch, with their loyalty and dedication to the success of the program. It’s great to see.” All told, almost 15,000 labor hours went into verifying the process, Holder said, which sets FRCE up for success when it comes to working laser shock peening modifications for select F-35B aircraft in the future. “This is going to be a major part of the FRC East F-35 workload for the next five to seven years,” she explained. “FRC East is the only facility that can do it besides the complex at Ogden, which will be providing the service on a limited, overflow basis because of their work on the F-35A, which is the conventional takeoff and landing variant flown by the Air Force. So it’s huge. Truly, in my opinion, it is a big deal.” FRCE is the lead site for depot-level maintenance on the F-35B Lightning II and has conducted modifications and repair on the Marine Corps’ short takeoff-vertical landing variant of the aircraft since 2013. The facility has also worked with the F-35A (conventional takeoff and landing) and F-35C (carrier) variants. FRCE is North Carolina's largest maintenance, repair, overhaul and technical services provider, with more than 4,000 civilian, military and contract workers. Its annual revenue exceeds $1 billion. The depot provides service to the fleet while functioning as an integral part of the greater U.S. Navy; Naval Air Systems Command; and Commander, Fleet Readiness Centers. https://www.dvidshub.net/news/412152/frce-completes-verification-laser-peening-process SpaceX Starship Launch Headlines The Most Anticipated Space Missions For 2022 The SpaceX Starship launch (its first official one to orbit, specifically) proves to be the headliner among the most anticipated space missions for 2022. According to a report by Space.com, the first orbital launch for the massive reusable rocket design from Elon Musk's venture is scheduled for early March, with both its actual Starship vehicle and its Super Heavy booster already completed Both elements of the SpaceX Starship are intended for full, rapid reusability-an innovation that has eluded modern space programs since the Space Shuttle program was shut down on August 31, 2011. Since then, almost every spacecraft that has been tasked to carry big payloads to orbit (human crews among them) has all been single-use, like the Russian Soyuz craft that ISS astronauts have been using, according to the ESA. For now, Elon Musk's space exploration venture is hard at work trying to finish the spacecraft's launch pad and tower at the company's launch site in South Texas. If everything goes smoothly, then the first official launch of Starship will herald in operational missions by 2023. As of late, the spacecraft (which Musk calls "next-level") still has a long way to go before being called the best in its class. One of its biggest scheduled missions is the long-awaited first human landing on Mars, which the popular multi-billionaire is firmly setting his sights on. Other Missions To Watch Out For Aside From The SpaceX Starship Launch SpaceX isn't the only horse in this race, however. Other organizations, including old reliable NASA and a few other private companies, are also vying for their spots in the modern space age. First off, Houston-based private company Axiom Space recently got the green light for a privately crewed mission to the International Space Station scheduled for February 28, 2022. But that's not the be-all, end-all for Axiom, since they also plan to build the world's first commercial space station. Next up is the NASA Space Launch System (SLS) Rocket's first moon mission. The massive, 332-foot-tall rocket is being prepped to be the primary driver for the agency's upcoming expeditions to the moon, specifically the up-and-coming Artemis-though the human-crewed mission itself has been delayed to 2024-2025. SLS's first task will be an unmanned flyby of the moon, called Artemis 1, scheduled shortly before March. To close things off, Boeing and NASA are finally expecting to get Starliner off the ground no earlier than May 2022, according to Space.com. The mission has Starliner trying to reach the ISS yet again-a feat it failed to conquer during its first launch two years ago. Due to the new schedule, the crewed test flight of Starliner has also been moved further into the coming year. Boeing states that should their spacecraft ace its upcoming uncrewed flight test, it will eventually bring three NASA astronauts to the ISS. There is no specific date set for this one. https://www.techtimes.com/articles/269956/20211231/spacex-starship-launch-most-anticipated-space-missions-2022.htm Curt Lewis