December 17, 2020 - No. 95 In This Issue : Amazon invests in zero carbon footprint aviation startup ZeroAvia : Orlando International airport rolls out new tech to encourage social distancing : After Buying Uber Elevate, This California Company Is the New King of the eVTOL World : The Race For Speed: What Supersonic Passenger Planes Could We See By 2030? : Garmin introduces safety-enhancing Smart Rudder Bias technology for select twin-engine piston aircraft : Xeriant Signs JV LOI with Coflow Jet to Develop Revolutionary “Green” Wing Technology : Lufthansa Group airlines and Sabre sign new industry-leading distribution agreement : Etihad Airways becomes first airline to join DARTeC project : Industry leaders call for safe restart of Scottish aviation : San Diego Air & Space Museum to Run Exact Replica of the Wright Brothers’ Historic Engine Dec. 17 : The Orion spacecraft is now 15 years old and has flown into space just once Amazon invests in zero carbon footprint aviation startup ZeroAvia Amazon has invested in ZeroAvia, a startup focused on the development of zero-emission aviation technologies. On Wednesday, the e-commerce giant said the investment has been made through the Climate Pledge Fund, a program launched in June by Amazon. Founded in 2017, California-based ZeroAvia is a developer of hydrogen-electric aviation technologies with a goal of creating zero-emission, commercially-viable aircraft. ZeroAvia has already completed battery-electric test flights in the UK, as well as hydrogen fuel cell aircraft tests, in June and September this year, respectively. The company hopes to manage a flight test of 250 miles in the coming months. According to the startup, the firm eventually wants to develop a hydrogen-electric craft able to carry 10 - 20 passengers with a 500-mile range, and to increase its commercial worth, also intends to make such an aircraft suitable for purposes including deliveries and agriculture. ZeroAvia said Amazon pledged $21.4 million through a Series A funding round. Led by Breakthrough Energy Ventures and Ecosystem Integrity Fund, other investors included Shell, Horizons Ventures, and Summa Equity. An additional $16.3 million has been secured from the UK government through the ATI Programme, which works with the UK Department for Business, Energy and Industrial Strategy and Innovate UK to fund innovative technological projects. It is hoped that the funding will make it possible for ZeroAvia to develop a commercially-viable, 19-seater aircraft by 2023. The startup has raised $49.7 million in funding to date. Amazon's Climate Pledge Fund has earmarked $2 billion for investment in environmentally-friendly and sustainable technology companies. The overall aim of the program is to meet the goals of The Climate Pledge, forged by Amazon and Global Optimism -- an environmental change organization -- to become net-zero carbon by 2040. Amazon intends to reach this goal a decade ahead of entities that have agreed to the Paris Agreement, a binding treaty to reduce carbon emissions or become carbon neutral by 2050. As Amazon is one of the largest e-commerce companies in the world and relies on a global network to deliver products sold on the firm's platform, investment in zero-emission transport solutions that could be turned toward package deliveries makes sense -- and it is the delivery aspect of Amazon that needs to reduce its carbon footprint as much as possible to meet The Climate Pledge. "ZeroAvia's zero-emission aviation powertrain has real potential to help decarbonize the aviation sector," commented Kara Hurst, VP of Worldwide Sustainability at Amazon. "We hope this investment will further accelerate the pace of innovation to enable zero-emission air transport at scale." Amazon has previously invested in startups including CarbonCure Technologies, Pachama, Redwood Materials, and Rivian. https://www.zdnet.com/article/amazon-invests-in-zero-carbon-footprint-aviation-startup-zeroavia/ Orlando International airport rolls out new tech to encourage social distancing ORLANDO, Fla. – As passengers are returning to air travel and cases of COVID-19 continue to rise, Orlando International Airport is announcing new technology designed to encourage social distancing in high-traffic areas. On Nov. 20, the airport collaborated with SYNECT to install an Evenflow Crowd Radar system at Southwest Airlines gates 101-109. The pilot program is a first for any airport in the world and uses heat mapping to notify passengers about where there is increased crowd density. “This new system will hopefully help passengers make informed decisions and reduce the anxiety that accompanies travel during these challenging times,” Greater Orlando Aviation Authority CEO Phil Brown said. At each gate is a color-coded message beacon which displays light-green, dark-green, yellow or red to reflect the amount of people in one area. “Evenflow Crowd Radar uses behavioral science to make the airport safer for passengers, employees and the public,” CEO of SYNECT Yahav Ran said. “We’re proud to be working with the Greater Orlando Aviation Authority and a team of leading scientists to demonstrate how visual communication drives compliance and promotes healthier passenger behavior.” Officials said after a period of seven months, the pilot program will be analyzed and a decision will be made whether the technology will be deployed throughout the airport. https://www.clickorlando.com/news/local/2020/12/15/orlando-international-airport-rolls-out-new-tech-to-encourage-social-distancing/ After Buying Uber Elevate, This California Company Is the New King of the eVTOL World Joby Aviation, which has spent much of the last decade hiding its futuristic aircraft, has suddenly emerged as the new king of the North American eVTOL market. The California-based aviation firm announced that it has acquired Uber Elevate, which had been spearheading an initiative to have a functional electric virtual takeoff and landing urban network functional by 2023. Joby recently released images of its six-bladed, full-size prototype. The electric aircraft has a range of 150 miles and top speed of 200 mph. Joby will now take over Uber Elevate from its parent company, Uber Technologies, which has agreed to invest another $75 million into Joby. Uber had previously invested $50 million into the development of Joby’s electric aircraft. “We were proud to partner with Uber Elevate last year, and we’re even prouder to be welcoming them into the Joby team today, while deepening our cooperation with Uber,” said JoeBen Bevirt, founder and CEO of Joby Aviation. Eric Allison, former head of Uber Elevate, told Robb Report recently that Uber’s role was to provide the technology and infrastructure to make the eVTOL network function. Allison said the company investing in different aircraft partners, including Joby, while also developing pilot network projects in Dallas, Los Angeles and Melbourne, Australia. “Our vision doesn’t include any magic bullets,” Allison said. “It just means that all sorts of technologies have to be brought to bear for the vision to come together. In essence, we’re working with government, real estate developers and industry stakeholders to create the world’s first aerial rideshare network. Our Uber air vehicles will transport tens of thousands of people for the same price as an uberX trip of the same distance.” Uber Elevate’s software and apps that enable market selection, demand simulation and multi-modal operations form the basis of this future-focused deal. “These tools and new team members will be invaluable to us as we accelerate our plans for commercial launch,” said Bevirt. “Advanced air mobility has the potential to be exponentially positive for the environment and future generations,” said Uber CEO Dara Khosrowshahi. “We’re excited for their transformational mobility solution to become available to the millions of customers who rely on our platform.” A German competitor, Lilium Technologies, recently announced plans to set up its own eVTOL network in the central Florida area. The company said it would partner with local governments, land owners and the FAA in the new ventures. Joby also recently gained an important endorsement from Agility Prime, the experimental aircraft office of the US Air Force. The eVTOL airworthiness status would make Joby the first eVTOL manufacturer to be certified to provide transportation for the armed services. https://robbreport.com/motors/aviation/joby-king-electric-helicopter-world-1234586840/ The Race For Speed: What Supersonic Passenger Planes Could We See By 2030? It has been 17 years since the last commercial supersonic flight of Concorde. After a long wait, we may soon see supersonic travel return, with several manufacturers currently working on aircraft. The first prototype of one of these has already been unveiled, and we should see it airborne in 2021. If progress remains on track, several aircraft are targeted to be in service before the end of the decade. Going Supersonic – a look back at the last race We can’t discuss the current race for supersonic aircraft without a quick look back at the last one. This is not the first time we have seen manufacturers rushing to develop and launch a supersonic aircraft. Last time, there was one clear winner, but several others tried. Concorde – in service for 27 years Of course, the most successful aircraft developed was Concorde. It was a joint British and French development and took its first flight in 1969. It started service in 1976. Despite plenty of interest from other airlines, aircraft were only ever delivered to British Airways and Air France. Each airline took seven aircraft, and a further six aircraft were developed as prototypes and test models. For more on the story of the Concorde and its development, take a look at these Concorde facts. And see this article for details on the various routes it operated. Despite the glory, Concorde had its challenges. It was incredibly expensive to operate, not to mention environmentally unfriendly. And with a capacity of just 100 passengers, ticket prices had to be high. It also had to compete with much more luxurious business and first class products, with lower pricing and more frequent service. While the fateful crash in Paris and the 2001 terrorist attacks may have finished it off, its fate was sealed before then. Tupolev Tu-144 The only other commercial supersonic aircraft to be manufactured was the Russian-built Tupolev Tu-144. This in itself was a great achievement, and the aircraft was impressive, with higher capacity and higher speed (Mach 2.15 compared to 2.04) than Concorde. But it was even more fuel-inefficient and had a much shorter range. The Tu-144 first flew two months before Concorde, not surprising given the competitive race to develop it. It only ever operated one route, Moscow to Almaty, and lasted in service nowhere near as long as Concorde. Reputation suffered after it crashed at the Paris Airshow in 1973, and it was withdrawn from service after a further crash a few years later. Boeing 2707 As well as the two aircraft that were successfully built and operated, there were other attempts in the 1960 and 1970s supersonic race. Perhaps the best known of these was the Boeing 2707. The Boeing 2707, also known as the Super Sonic Transport (SST), was the United States’ answer to Europe’s Concorde. It promised higher capacity, speed, and range than Concorde. It also received more orders, 115 from 25 customers. But the project was canceled in 1971, amidst changing economic conditions and fear of too high construction and operation costs. Lockheed L-2000 The other US project that the government considered was from Lockheed (there was also a design for a mid-size aircraft from North America Aviation, but this was dismissed). The L-2000 used a Delta wing design (rather than the ‘swing-wing’ design from Boeing). It was slightly faster but offered a lower capacity. Ultimately it lost out to the more flexible Boeing SST. The new race for supersonic With the end of Concorde, supersonic flights have been on hold for nearly 20 years now. Aircraft and aviation have progressed in other ways, of course. We have seen the launch of the largest passenger aircraft to date and the development of many new, more fuel-efficient, and environmentally friendly aircraft. There are even advances now in electric and hydrogen-powered aircraft. Supersonic has certainly faded from view for some time but is now making a comeback with several manufacturers well on the road to launching the first aircraft. One thing all the options share is a focus on efficiency. Manufacturers have learned lessons from Concorde, Tupolev, and the Boeing SST. These all promised a lot, but with high fuel burn and great cost. Airlines, and increasingly environmentally aware passengers, could not take this today. Boom Supersonic – Boom Overture The furthest ahead in development is the Boom Overture. It is also the only currently proposed aircraft that offers commercial-scale capacity; the others are all under 20 passengers, focusing more on the corporate market. This will be a 55 seat premium aircraft, capable of reaching Mach 2.2 and with a range of up to 8,334 kilometers. This is slightly faster and further than Concorde (flying at Mach 2 with a range of 7,223 kilometers). The capacity is much lower than Concorde’s 100, but that will improve efficiency. The aircraft is being designed with efficiency in mind. It is made from a combination of materials, including carbon composites, titanium, and aluminum. These have been engineered for maximum efficiency and also to withstand the extreme heat of supersonic flight (Concorde achieved this with highly reflective paint). Boom is aiming for the economics to allow the ticket price to be in the same region as a business class ticket today, about a quarter of the price airlines had to charge for Concorde. It will reach a speed of Mach 2.2 without the use of afterburners as Concorde used. The engines will also be compatible with sustainable aviation fuels. The prototype uses General Electric J85 engines, but Rolls-Royce engines may be used for the final version. Already a Boom prototype Boom Supersonic released the XB-1 demonstrator aircraft for the Overture in October 2020. This is the first new civilian supersonic aircraft to be released since 1968 and marks a great step forward. The XB-1 or ‘Baby Boom’ is a one third scale demonstrator, 68 feet long with a 17-foot wingspan. It is expected to start test flights in 2021. Will the passenger version be airborne by 2030? Assuming test flights in 2021 proceed successfully, we could see the final configuration and engine choice in place by the end of the year. Boom intends to fly six Overture testbeds for two years. So it could be in service sometime between 2025 and 2027 at the earliest. There are already orders from airlines for the Boom Overture. According to a 2017 report by FlightGlobal, there were then commitments from five airlines to buy 76 aircraft. This included Virgin Atlantic and Japan Airlines. Aerion Supersonic – AS2 Aerion is an American aerospace manufacturer based in Reno, Nevada. It has proposed the AS2 as the first privately built supersonic business jet. This will be very different from the Boom Overture and Concorde. With just eight to 12 seats, it is clearly targeted at the business and corporate jet market. The AS2 will also be slower, with a top speed of Mach 1.2, still enough to give a four hour travel time from London to New York. Aerion has an especially impressive commitment to environmentally sound operation. As well as focussing on fuel-efficient design and operation, it is aiming for carbon-neutral emissions from the very first flight. The AS2 will run on 100% sustainable aviation fuels, and Aerion will offer a carbon offsetting program to customers. Construction is yet to begin, but Aerion completed wind tunnel testing in November 2020. It is hoped that component construction will begin in 2022 and assembly in 2023. Bloomberg has reported that the first AS2 delivery is planned for 2027. Spike Aerospace – S-512 Boston-based Spike Aerospace has released plans for a business jet with a capacity of 12 to 18 passengers and a speed of Mach 1.6. The Spike jet stands out from the others, though, for its range. This is an impressive 11,500 kilometers, which would allow travel from London to Hong Kong or the US West coast or Dubai to New York. It also plans to have a windowless cabin, with external images projected inside. This will reduce structural cost and complexity. This is in the early stages, but the company is ambitious. According to reporting by FlightGlobal, Spike intends to develop a two-thirds scale demonstrator by the end of 2021 and is aiming for aircraft deliveries from 2025. Virgin Galactic Mach 3 Virgin Galatic unveiled plans in August 2020 for the Virgin Galactic Mach 3. It is being developed together with Rolls-Royce. This, too, will be a smaller, business-focussed jet, with a capacity of up to 19 passengers. As its name suggests, it will offer a top speed of Mach 3, well ahead of the competition. If it can achieve this, it could be a major success. While speed is often not a main deciding factor between commercial aircraft, this is the main focus of supersonic jets. The Mach 3 remains in the design and proposal stage, and a development timescale has not been released. Virgin also has ambitions to go further, and once the Mach 3 is developed, we could well see larger supersonic developments follow, more suitable for airline use. Other supersonic plans There are a few other notable supersonic projects underway or planned that should be mentioned. While these will not initially lead to a flying passenger jet, we could see them in development or in the air in the coming years. Lockheed Martin and the X-59 QueSST Lockheed Martin is working in partnership with NASA on the X-59 QueSST (Quiet Supersonic Technology) supersonic jet. This, too, has focused on efficiency and directly considers the challenge of noise and the sonic boom created. This prevented Concorde was flying supersonic over the mainland US, something that would be important to overcome for a larger market. The X-59 will be an experimental aircraft designed to test and develop the technology. It is not yet planned as a commercial or passenger jet. The manufacturing of parts began in 2018 (according to Lockheed Martin). Lockheed Martin was targeting a first test flight in 2021, but this has been delayed. In August 2020, a Public Affairs Officer at NASA told Simple Flying: “While 2021 was our target date, potential impacts from COVID and production challenges are being assessed, and an updated target flight date will be announced once this assessment is complete.” A US military supersonic passenger jet In August 2020, Simple Flying reported on an early contract from the US Air Force to look at a hypersonic passenger jet’s potential, likely as part of the VIP and Presidential fleet. A $1.5 million contract was awarded to start-up company Hermeus, to look into an aircraft capable of reaching Mach 5. It won this contract after it successfully tested a Mach 5 combined-cycle engine prototype in February 2020. Clearly, it is early days for such technology, but it could proceed quickly with government backing. Such speeds would change travel beyond recognition – Mach 5 is equivalent to 6,174 kilometers per hour! Something from Russia? Just like in the race to develop Concorde, it appears Russia could be interested too. We have yet to see any firm proposals, but funding from the government was announced in mid-2020. Funding of Rb15.5 billion ($205 million) will be spread over the next four years for several high-tech projects, including supersonic flights. Early indications are that a passenger aircraft could be based on the already operational Tu-160 military supersonic aircraft. Like other manufacturers, the need to cut down its environmental and noise impact has been well noted. Who will be first? With the slowdown in aviation, and business travel, in particular, it may seem like the wrong time to be developing supersonic travel. For many years, these plans have been in place, though, and are still some time from completion. We may delays as budgets are stretched or markets re-assessed, but it seems that the appetite for supersonic aircraft is back, but likely smaller and much more efficient than before. Boom is certainly further ahead with its Overture aircraft, having already flown a scale prototype. It also has airline orders and could be seen flying as early as 2025. But it is also the largest aircraft, and to meet commercial airlines’ demands and safety requirements, there could be delays. Although currently not as far ahead in development, the smaller aircraft could make it to market sooner, especially if airline needs decline as we come out of the pandemic. These would be lower cost and more attractive for the business jet market. Challenges still remain Technology has moved on a long way since the first supersonic race, of course. The push then was to achieve supersonic flight, seemingly at whatever fuel burn needed. Today, efficiency is a major focus of all manufacturers. And this should make a big difference to aircraft’s appeal to both airlines and passengers, and the ticket price charged. As we already discussed, Boom is aiming for ticket prices in the same region as today’s business class tickets. Noise pollution, particularly the sonic boom associated with supersonic flight, remains a problem. Regulations have not shifted much in this area, and overland operations will likely still be very limited, including over the US. The US FAA is looking at revising proposals for supersonic flights, but there will still be restrictions. To read more about supersonic flights and booms, see our previous article on this. Companies, though, are addressing this. Spike is engineering the S-512 to reduce sonic boom noise to 75 perceived decibels (according to FlightGlobal). Lockheed Martin is aiming for the same. For comparison, Concorde had a 105 decibel perceived boom. https://simpleflying.com/race-for-speed-supersonic/ Garmin introduces safety-enhancing Smart Rudder Bias technology for select twin-engine piston aircraft OLATHE, Kan.--(BUSINESS WIRE)--Garmin® International, Inc., a unit of Garmin Ltd. (NASDAQ:GRMN), today announced upgrades to the GFC™ 600 digital autopilot including the addition of Smart Rudder Bias for select piston twin-engine aircraft. Smart Rudder Bias provides additional assistance against hazardous effects of a one-engine inoperative (OEI) event when appropriately equipped. The addition of Smart Rudder Bias to the Garmin Autonomi™ family of automated flight technologies provides pilots assistance in maintaining control of the aircraft while determining the next course of action, simultaneously reducing workload in a high-stress and time-critical flight environment. Additionally, the GFC 600 autopilot recently received Supplemental Type Certificate (STC) approval on the Piper PA-31, further growing the list of GFC 600 compatible aircraft. “We are proud to be able to offer a new safety tool for twin-engine piston aircraft with the introduction of Smart Rudder Bias, making the GFC 600 digital autopilot the most advanced solution for this class of aircraft on the market today,” said Carl Wolf, Garmin vice president of aviation sales and marketing. “With the introduction of Smart Rudder Bias technology, working together with the other Garmin systems onboard, pilots can react to an engine failure by quickly and accurately detecting the issue while simultaneously receiving automatic assistance applying the correct flight control input – providing an additional safety tool not seen before in twin-engine piston aircraft.” Help manage aerodynamic performance with Smart Rudder Bias Twin-engine aircraft inherently have aircraft controllability concerns in the event of an engine failure and pilots can expect a significant yaw toward the inoperative engine, resulting in an unstable aircraft state. In addition, due to a sideslip condition and a windmilling propeller, there can be decreased lift on the wing associated with the inoperative engine and simultaneously an increase in drag, all factors contributing to degraded performance and a critical loss in airspeed. Through close integration with multiple onboard Garmin systems, Smart Rudder Bias helps address these major concerns and immediately assists with controllability issues. This gives the pilot time to take the correct action required in order to better maintain positive aircraft control and help keep the aircraft in a safe flight condition. Positively identify inoperative engine quicker When the aircraft reaches the manufacturer’s published minimum control speed (VMC) during the takeoff roll, Smart Rudder Bias is automatically armed. Smart Rudder Bias continuously monitors engine parameters using Engine Indication System (EIS) data displayed on a G500 TXi or G600 TXi flight display and activates when the system detects a predetermined power differential between each engine. Once activated, rudder force is dynamically adjusted to aid a pilot in providing enough force to the rudder to help control a sideslip. A yellow annunciator for the associated inoperative engine is conveniently displayed along with autopilot annunciations on the G500 TXi or G600 TXi flight display, helping the pilot identify the issue quicker. Smart Rudder Bias can be deactivated via a panel-mounted switch. Smart Rudder Bias enhances ESP settings for OEI condition Garmin’s Electronic Stability and Protection (ESP™) functions independently of the autopilot, working in the background to help pilots avoid inadvertent flight attitudes or bank angles and provides airspeed protection while the pilot is hand-flying the aircraft. Smart Rudder Bias applies enhanced ESP settings tailored to engine-out flight. Roll protection is modified to help correct for the roll tendency caused by the inoperative engine, while underspeed protection activates at a higher airspeed to help keep the aircraft away from the critical VMC speed and the associated loss of positive aircraft control. PA-31 certified with GFC 600 – optional yaw trim also available The GFC 600 is now certified on select Piper PA-31 aircraft, and an automatic yaw trim option is available. Similar to pitch trim, yaw trim allows for manual rudder trim control with the press of a button, and automatic control of the rudder trim when the GFC 600 autopilot or yaw damper is engaged. Smart Rudder Bias requires a G500 TXi or G600 TXi configured as a primary flight display (PFD) with EIS, which can be shown as a strip on the G500 TXi or G600 TXi, or on a separate TXi display. Additionally, a GFC 600 digital autopilot with the yaw axis option must be installed. Initial certified aircraft with Smart Rudder Bias capability include the Beechcraft Baron 58 and 58A, as well as the Piper PA-31-300, PA-31-310, PA-31-325, and PA-31-325CR. Additional certifications of Smart Rudder Bias will be forthcoming. For additional information about Smart Rudder Bias and the Garmin Autonomi family of automated flight technologies, visit www.Garmin.com/SmartRudderBias. Garmin’s aviation business segment is a leading provider of solutions to OEM, aftermarket, military and government customers. Garmin’s portfolio includes navigation, communication, flight control, hazard avoidance, an expansive suite of ADS-B solutions and other products and services that are known for innovation, reliability, and value. For more information about Garmin’s full line of avionics, go to www.garmin.com/aviation. For decades, Garmin has pioneered new GPS navigation and wireless devices and applications that are designed for people who live an active lifestyle. Garmin serves five primary markets, including automotive, aviation, fitness, marine, and outdoor recreation. For more information, visit Garmin's virtual pressroom at garmin.com/newsroom, contact the Media Relations department at 913-397-8200, or follow us at facebook.com/garminaviation, twitter.com/garminaviation, instagram.com/garminaviation or youtube.com/garminaviation. About Garmin International, Inc. Garmin International, Inc. is a subsidiary of Garmin Ltd. (Nasdaq: GRMN). Garmin Ltd. is incorporated in Switzerland, and its principal subsidiaries are located in the United States, Taiwan and the United Kingdom. Garmin is a registered trademark and Autonomi, GTN, TXi, GFC, ESP are trademarks of Garmin Ltd. or its subsidiaries. All other brands, product names, company names, trademarks and service marks are the properties of their respective owners. All rights reserved. https://www.businesswire.com/news/home/20201215005205/en/Garmin-introduces-safety-enhancing-Smart-Rudder-Bias-technology-for-select-twin-engine-piston-aircraft Xeriant Signs JV LOI with Coflow Jet to Develop Revolutionary “Green” Wing Technology BOCA RATON, Fla., Dec. 17, 2020 (GLOBE NEWSWIRE) -- Xeriant, Inc. (OTC PINK: XERI), a new aerospace technology holding company, announced today that it has signed a letter of intent to form a joint venture with CoFlow Jet, LLC (“CoFlow”), a leading innovator in the field of high-performance airfoils, to further develop and commercialize CoFlow’s revolutionary active flow control airfoil technology, which promises to dramatically improve the lift capability and cruise efficiency of fixed wing aircraft. This innovation stands to play a key role in the nascent eVTOL (electric vertical takeoff and landing) aircraft segment, projected to reach $1.5 trillion by 2040, based on a 2019 Morgan Stanley report. An emerging field of fluid dynamics, active flow control (AFC) in aircraft applications is the on-demand manipulation of airflow around aircraft structures. AFC techniques are generally aimed at reconfiguring airflow over the surface of the aircraft, which can have a substantial effect on flight performance. Augmenting lift, reducing drag, and removing or delaying flow separation at low energy expenditure will significantly boost overall aircraft performance with greater efficiency and noise suppression. CoFlow’s patented AFC technology is specifically focused on altering the airflow characteristics of the most fundamental element enabling flight, the aircraft wing, and has the potential to significantly increase the mission productivity and efficiency of aircraft, and remove or replace conventional wing control surfaces such as flaps, slats and ailerons. As a unique technology, CoFlow’s robust, energy-efficient and reliable AFC actuation system produces the control authority needed to enhance wing aerodynamic performance throughout the entire flight regime, including takeoff, climb, cruise, descent, landing and maneuvers. “Our company is tremendously impressed with Dr. Zha and his team’s commitment to revolutionizing aircraft wing design and the aviation industry. CoFlow’s disruptive airfoil technology represents a generational breakthrough and will transform the aerodynamic capabilities of fixed wing aircraft. Xeriant has been in discussions with CoFlow over the past year, and this LOI is an important step in furthering our relationship. We anticipate having a definitive JV agreement within the next few weeks,” stated Xeriant CEO, Keith Duffy. The CoFlow AFC airfoil utilizes powerful, energy efficient wing-embedded micro-compressor actuators to inject pressurized air over the wing surface through a suction and injection system. To create the desired circulation and momentum, a small amount of air is suctioned at the wing’s trailing edge, energized, and injected tangentially at the leading edge. Wind tunnel tests and CFD simulations have demonstrated that CoFlow’s AFC airfoil creates a super-suction effect due to extremely low leading edge pressure, achieving an unprecedented stall angle of attack of 70 degrees or more, while typical airfoils reach maximum lift in the range of 15 to 18 degrees. Among the benefits of a fully integrated aircraft with CoFlow’s AFC airfoil system are increased mission efficiency, augmented lift, reduced drag, better maneuverability, vertical takeoff and landing (VTOL), extremely short takeoff and landing (ESTOL) distance, low speed flight, noise reduction, improved high-altitude performance, faster takeoff and climb, less mechanical complexity, longer flight range, slower landing approach speeds, reduced structure weight, smaller control surfaces, decreased operating costs and a heavier payload. Electrically-powered aircraft, which need to be fully optimized for efficiency due to the low energy density of batteries, will particularly benefit from this technology. CoFlow’s AFC airfoil technology was developed over a period of 15 years by Dr. Gecheng Zha, Professor and Director of Aerodynamics and CFD Lab at the University of Miami’s Department of Mechanical and Aerospace Engineering. A NASA NIAC Fellow, ASME Fellow and AIAA Associate Fellow, Dr. Zha was recently recognized as one of the World's Top 2% of Scientists in Aerospace and Aeronautics for 2020 based on the standardized citation metrics organized by Stanford University. A strong proponent of green aviation, Dr. Zha has collaborated with DARPA, NASA, NSF and the U.S. Air Force on AFC as well as other projects over his impressive career, including the Mars Mission. Dr. Zha has also designed two innovative electric V/STOL (vertical and/or short takeoff and landing) aircraft concepts which incorporate CoFlow’s AFC airfoil technology. Upon completion of its AFC airfoil development, plan for integration, and FAA certification, CoFlow will begin commercialization, most likely through licensing arrangements with aircraft manufacturers. “We look forward to securing the necessary funding to complete the development of our technology and bring it to market. CoFlow’s superior technology will become an integral component of future aircraft, as the industry moves toward reducing its carbon footprint,” commented CoFlow President and Founder, Gecheng Zha, PhD. ABOUT XERIANT Xeriant, Inc. (d.b.a. Xeriant Aerospace) is a holding and operating company focused on acquiring, developing, and commercializing revolutionary, eco-friendly technologies with applications in aerospace, including innovative aircraft concepts targeting emerging opportunities within the aviation industry. In 2019, Xeriant acquired a unique, scalable, multi-purpose VTOL aerial platform called Halo, which is protected under a broad utility patent. Xeriant is located at the Research Park at Florida Atlantic University in Boca Raton, Florida adjacent to the Boca Raton Airport. The Company is an OTC Markets public company trading under the stock symbol, XERI. For further information about Xeriant, please visit www.xeriant.com. ABOUT COFLOW JET CoFlow Jet, LLC is a green aerospace technology company and industry leader in the development of advanced active flow control systems focused on optimizing the aerodynamic properties of airfoils and aircraft wings, with the goal of making aviation more sustainable. CoFlow has also developed several innovative electric aircraft concepts designed for the emerging urban air mobility market. CoFlow is based in Miami, Florida, and has multiple patents in the U.S. and internationally. https://www.globenewswire.com/news-release/2020/12/17/2146954/0/en/Xeriant-Signs-JV-LOI-with-Coflow-Jet-to-Develop-Revolutionary-Green-Wing-Technology.html Lufthansa Group airlines and Sabre sign new industry-leading distribution agreement FRANKFURT, Germany and SOUTHLAKE, Texas, Dec. 16, 2020 /PRNewswire/ -- The Lufthansa Group airlines, one of the worlds' leading airline groups, and Sabre Corporation, the leading software and technology company that powers the global travel industry, today announced a new, mutually flexible distribution agreement that enables modern airline retailing as well as technology innovation. Under the agreement, which covers the carriers Austrian Airlines, Lufthansa, SWISS, Air Dolomiti and Brussels Airlines, Sabre will continue to distribute Lufthansa Group airlines' content through traditional connectivity to hundreds of thousands of travel agents and thousands of corporations through its global distribution system (GDS). In addition, the agreement enables the distribution of Lufthansa Group airlines' content via the New Distribution Capability (NDC) standard in the Sabre travel marketplace. After the planned launch next year, the diversified NDC program will give Sabre-connected travel agencies globally the ability to access Lufthansa Group airlines' content through the Sabre marketplace and by signing up to one of the two available commercial models for NDC. The agreement supports Lufthansa Group airlines' strategy to implement NDC technology and deliver personalized price offers through the newly launched Continuous Pricing. The continuation of this partnership equally supports Sabre's vision to provide distribution flexibility and evolve its global travel marketplace, as well as enable personalized retailing for Lufthansa Group airlines utilizing Sabre's industry-leading technology solutions. "Our agreement with Sabre is a landmark deal for airline distribution. I am very excited to shape our joint path towards modern airline retailing and innovate by introducing a diversified NDC program with associated commercial models, - enabling agencies to agree bilaterally on NDC with Lufthansa Group airlines," says Tamur Goudarzi Pour, Senior Vice President Revenue Management and Distribution Lufthansa Group Network Airlines and Chief Commercial Officer SWISS. "Sabre and Lufthansa Group airlines share an ambition to innovate at the forefront of our industry. Through this new level of flexibility, we jointly enable a diverse distribution ecosystem, extend the reach of NDC and allow for differentiated commercial models. With this customer-oriented agreement, Sabre and the Lufthansa Group airlines team up to put the interests of our travel agency partners and our joint clients at center stage." The agreement between Lufthansa Group airlines and Sabre marks a key milestone in the travel industry. It is the expression of the shared vision of interactive retailing, which enables both companies to jointly stay at the very forefront of innovation. Lufthansa Group airlines and Sabre are working together intensely to bring Lufthansa Group airlines' offer live on NDC solutions. The go-live plan for NDC will be communicated during the first half of 2021. "Today maybe more than ever, we are looking to engage creatively with our airline and agency partners to deliver outcomes that provide added value to all players in the travel ecosystem," says Dave Shirk, President, Sabre Travel Solutions. "Sabre is committed to finding flexible, sustainable solutions that address traveler expectations, deliver against airlines' strategies, ensure scalability, and safeguard efficient agency workflows. I'm proud that we have signed a sustainable agreement with our partners at Lufthansa Group and one that provides both companies a new level of flexibility to drive a new generation of retailing." About Sabre Corporation Sabre Corporation (NASDAQ: SABR) is the leading technology provider to the global travel industry. Sabre's software, data, mobile and distribution solutions are used by hundreds of airlines and thousands of hotel properties to manage critical operations, including passenger and guest reservations, revenue management, flight, network and crew management. Sabre also operates a leading global travel marketplace, which processes more than US$120 billion of global travel spend annually by connecting travel buyers and suppliers. Headquartered in Southlake, Texas, USA, Sabre serves customers in more than 160 countries around the world. About the Lufthansa Group The Lufthansa Group is a globally operating airline group. In its home market of Europe it plays a leading role. The Lufthansa Group is made up of the business segments Network Airlines, Eurowings and Aviation Services. All business segments are among the leading providers in their respective sectors. The Network Airlines business segment includes the airlines Lufthansa German Airlines, SWISS, Austrian Airlines and Brussels Airlines. Eurowings focuses on point-to-point traffic, especially on short-haul routes. The Aviation Services include in particular the business segments Logistics, MRO and Catering. https://www.prnewswire.com/news-releases/lufthansa-group-airlines-and-sabre-sign-new-industry-leading-distribution-agreement-301194079.html Etihad Airways becomes first airline to join DARTeC project Etihad Airways, the national airline of the United Arab Emirates, has joined the £65 million Digital Aviation Research and Technology Centre (DARTeC), due to open next year at Cranfield University in Bedfordshire. Etihad is the first airline to join the DARTeC consortium which has been working closely together for the last four years to deliver the world-leading research facility. Etihad brings expertise in sustainability, operational efficiency, safety and improved passenger experience along with real-world operational capability to the project. Specific topics Etihad and DARTeC will collaborate on include:- Reducing aircraft emissions both in the air and on the ground Creating safe, secure and efficient airspace Better understanding of whole-life sustainability impacts of aircraft Enhancing the passenger experience; Increasing the reliability and availability of aircraft. Professor Graham Braithwaite, project lead and director of transport systems at Cranfield University, said: “We’re delighted to welcome Etihad to the DARTeC project, with construction of our building now nearing completion at Cranfield’s global research airport. “As an innovative airline focused on the future challenges of safety, efficiency and sustainability, there is much overlap between Etihad’s aims and the research themes of DARTeC. We look forward to working together to deliver the innovation required to enable the industry to ‘build back better’ from COVID-19.” Etihad Airways joins Cambridge-based holographic radar specialist Aveillant, Blue Bear Systems Research, Boeing, BOXARR, the Connected Places Catapult, Cranfield University, Inmarsat, the International Air Transport Association (IATA), the IVHM Centre, Saab, the Satellite Applications Catapult and Thales in the consortium which has also received co-investment support from Research England. https://www.businessweekly.co.uk/news/academia-research/etihad-airways-becomes-first-airline-join-dartec-project Industry leaders call for safe restart of Scottish aviation AGS Airports, Edinburgh Airport and Airlines UK have urged the Scottish Government to introduce a Covid-19 testing regime to safely reopen Scottish aviation. The absence of a testing strategy could risk Scottish airlines from being left behind and result in thousands of job cuts. This calling by industry leaders comes after the test to release scheme for international travel was launched in England. With this scheme, travellers arriving in England will be able to reduce their mandatory quarantine by at least a week by taking a Covid-19 test after five days of quarantine. In the case of a negative result, they may stop isolating. Travellers can book and pay for a Covid-19 test from a private provider on an approved government list, guaranteeing the NHS Test and Trace testing capacity is protected. On the other hand, Scotland has no such strategy in place. AGS Airports chief executive Derek Provan said: “Today, airports and airlines in England can start making plans to safely restart international travel and get the aviation industry moving again. There are no such plans in place for Scotland. “We now risk being left behind as airlines will opt to relocate their aircraft and with them what’s left of our connectivity and the jobs that rely on them. We have been calling for the introduction of a testing regime for months and despite putting proposals in front of the Scottish Government, we’re no further forward. “We can’t have a piecemeal approach when it comes to reopening aviation, which is why we need to see urgent progress from the Scottish Government on the introduction of testing which needs to go hand-in-hand with the vaccination roll-out.” https://www.airport-technology.com/news/industry-news/industry-leaders-safe-restart-of-scottish-aviation/ San Diego Air & Space Museum to Run Exact Replica of the Wright Brothers’ Historic Engine Dec. 17 The San Diego Air and Space Museum is honoring the innovation, engineering, technology and aviation excellence displayed by Orville and Wilbur Wright by running an exact replica of the engine they developed to invent powered flight at Kitty Hawk, this Thursday, Dec. 17 at 10 a.m. Pacific. The running of the Wright Brothers’ engine on Dec. 17 will be exactly 117 years to the day the Brothers made the first powered flight in human history. The Wright Brothers – two of the most iconic figures in the history of aviation – were inducted into the International Air & Space Hall of Fame at the San Diego Air & Space Museum as part of the Hall’s inaugural class in 1965. “Orville and Wilbur Wright are two of the GIANTS in aviation innovation and technology. By inventing powered flight at Kitty Hawk on Dec. 17, 1903, the Wright Brothers set all of the amazing accomplishments in aviation and space exploration the world has seen since in motion,” said Jim Kidrick, president and CEO of the San Diego Air & Space Museum. “Charles Lindbergh’s solo flight across the Atlantic Ocean in 1927. Amelia Earhart repeating Lindbergh’s feat five years to the day later. Chuck Yeager breaking the sound barrier in October, 1947. Neil Armstrong and Buzz Aldrin standing on the Moon in 1969. All of these amazing technological advancements in aviation and space innovation and exploration were a direct result of the pioneering and ‘can-do’ spirit of the Wright Brothers.” Since 1963, the International Air and Space Hall of Fame has honored the world’s most significant pilots, crew members, visionaries, inventors, aerospace engineers, business leaders, preservationists, designers and space explorers. The International Air and Space Hall of Fame is the most prestigious induction of its kind in the world and is composed of hundreds of air and space pioneers, engineers, inventors and innovators, along with adventurers, scientists and industry leaders. NASA Mercury, Gemini and Apollo astronauts and Russian cosmonauts are honored in the Hall, as well as famous legends such as the Wright Brothers, Charles Lindbergh, Neil Armstrong and Amelia Earhart. Notable inductees also include Buzz Aldrin, Chuck Yeager, Igor Sikorsky, Wernher von Braun, Jack Northrop, Jackie Cochran, William Boeing, Sr., Reuben H. Fleet, Glenn Curtiss, Walter Zable Sr., Fran Bera, Wally Schirra, Bill Anders, Jim Lovell, T. Claude Ryan, Jimmy Doolittle, Bob Hoover, Ellen Ochoa, Peggy Whitson, Linden Blue, Patty Wagstaff, and many more. The 2020 Class of the International Air and Space Hall of Fame includes Tammie Jo Shults, a former fighter pilot and Southwest Airlines Captain, and Barbara Barrett, current Secretary of the United States Air Force. https://www.aviationpros.com/education-training/trade-associations-events/press-release/21202584/san-diego-air-space-museum-san-diego-air-space-museum-to-run-exact-replica-of-the-wright-brothers-historic-engine-dec-17 The Orion spacecraft is now 15 years old and has flown into space just once The December dawn felt hopeful as we stood outside, watching NASA's Orion spacecraft streak into the Florida sky. We could imagine that America was taking its first tentative step into the future of human exploration of the cosmos. "This is the beginning of the Mars era," the space agency's administrator at the time, former NASA astronaut Charlie Bolden, said shortly after the December 2014 launch. And in the moment, who could argue? Here was a spacecraft capable of flying to the Moon and back, acing its first test in space. Six years later, some of the shine is gone. Years of waiting for an encore to that flight have worn away much of the enthusiasm that followed this Exploration Flight Test-1 mission. We were supposed to have seen an encore flight of Orion two years ago and a mission carrying astronauts around the Moon next year. Instead, Orion is unlikely to fly into space again before 2022, at the earliest. And as for the first time astronauts will climb on board Orion—who can say? The launch keeps slipping to the right. An inefficient process The Orion spacecraft dates back to 2005, when NASA issued a "request for proposals" to industry with the goal of "developing a new Crew Exploration Vehicle by 2014 that is capable of carrying astronauts beyond low Earth orbit." NASA sought Orion as a building block to land humans on the Moon as part of what became known as the Constellation program. This program was later canceled, but Orion survived. Since that time, according to The Planetary Society's Casey Dreier, NASA has spent $23.7 billion developing the Orion spacecraft. This does not include primary costs for the vehicle's Service Module, which provides power and propulsion, as it is being provided by the European Space Agency. For this money, NASA has gotten a bare-bones version of Orion that flew during the Exploration Flight Test-1 mission in 2014. The agency has also gotten the construction of an Orion capsule—which also does not have a full life support system—that will be used during the uncrewed Artemis I mission due to be flown in 12 to 24 months. So over its lifetime, and for $23.7 billion, the Orion program has produced: Development of Orion spacecraft Exploration Flight Test-1 basic vehicle The Orion capsule to be used for another test flight Work on capsules for subsequent missions Obviously, that is not nothing. But it is far from a lot, even for a big government program. To see how efficiently this money could theoretically have been spent, let's use an extreme example. SpaceX is generally considered one of the most efficient space companies. Founded in 2002, the company has received funding from NASA, the Department of Defense, and private investors. Over its history, we can reliably estimate that SpaceX has expended a total of $16 billion to $20 billion on all of its spaceflight endeavors. Consider what that money has bought: Development of Falcon 1, Falcon 9, and Falcon Heavy rockets Development of Cargo Dragon, Crew Dragon, and Cargo Dragon 2 spacecraft Development of Merlin, Kestrel, and Raptor rocket engines Build-out of launch sites at Vandenberg (twice), Kwajalein Atoll, Cape Canaveral, and Kennedy Space Center 105 successful launches to orbit 20 missions to supply International Space Station, two crewed flights Development of vertical take off, vertical landing, rapid reuse for first stages Starship and Super Heavy rocket development program Starlink Internet program (with 955 satellites on orbit, SpaceX is largest satellite operator in the world) To sum up, SpaceX delivered all of that for billions of dollars less than what NASA has spent on the Orion program since its inception. Flat budgets In his analysis of the Orion program's costs, however, Dreier does not heap scorn on Orion, NASA, or the spacecraft's primary contractor, Lockheed. "I tend to take a slightly more sympathetic view toward Orion," he said. "Its cost and pace are a feature, not a bug." The US Congress, which has an outsized role in setting space policy due to its budgeting power, simply does not intend NASA to go particularly fast with Orion's development. Dreier noted that Congress has funded Orion with a relatively flat budget over the last decade, an average of $1.6 billion or so per year. During the Apollo program, when NASA had a clear goal and a deadline to reach the Moon, annual funding for the Apollo Command and Service Module peaked at more than $7 billion a year. This allowed for rapid development. Orion, by contrast, is a program supported by coalitions. One of these is political, which demands that funding be spread around geographically and so shared among many NASA field centers and subcontractors. A flat budget allows for a stable workforce over a number of years, too. By contrast, with a private company, resources can abruptly be shifted from one program to another, and jobs terminated. Orion has also had to wait for the Space Launch System rocket. Although the capsule launched on a private Delta IV Heavy rocket back in 2014, Congress has said it must launch on the SLS booster for future missions. The SLS rocket is another program hampered by flat budgets and the need to provide many jobs over many years, and it is also far behind schedule. The SLS rocket probably will not be ready before early 2022, if not later. Congressional insistence on using the SLS has precluded NASA from formally considering launching on SpaceX's Falcon Heavy rocket, or even its new Super Heavy booster, for crewed Orion missions. Both of these rockets would offer much lower cost, the potential for reuse, and multiple missions a year. A predictable outcome So how will the incoming Biden administration look upon Orion? Presently, as part of the Artemis program, Orion will carry astronauts from the Earth to lunar orbit, where two to four people will get into a separate lander, go down to the Moon's surface, and then return to Orion for the journey back to Earth. Such a mission could take place by 2026 or so, with enough funding. This moment has echoes of 2008, when the incoming Obama administration was faced with the Constellation program to return humans to the Moon and found it over budget and far behind schedule. This transition team was led by Lori Garver, who would go on to become the space agency's deputy administrator, and called a blue-ribbon panel of experts led by Norm Augustine to review Constellation. "Our concerns were confirmed by the Augustine panel of experts," she told Ars. "After full deliberation, the Administration requested cancellation of the program, including Orion." However, this effort was ultimately rebuffed by Congress. The Orion program survived, and NASA was told to start building the SLS rocket in 2010. NASA also was instructed to fly the Exploration Flight Test-1 mission in 2014 to show "progress" toward deep space. "The same intense industry and NASA lobbying that led to the government's decision to extend the Constellation contracts, created Exploration Flight Test-1 as an attempt to show progress during what we knew would be a very long development period," Garver said. "Recognizing our hands were tied and preferring progress over more protracted battles, we made an agreement to secure Congressional funding for the commercial crew program and moved forward with both programs." Ultimately, commercial crew—thanks to two flights this year by SpaceX's Crew Dragon vehicle—proved itself worth the investment. In the meantime, NASA and its contractors have spent the last decade continuing to work on Orion and the SLS vehicle for deep-space missions. Those programs are far enough along, Garver said, that NASA should be given a chance to demonstrate whether they work. "I look forward to seeing SLS and Orion flying as soon as possible and urge incorporation of the lessons learned from the experience into future NASA programs," Garver said. "The workforce and the public deserve nothing less." The take-home message for policymakers is pretty simple, Garver said. Public-private partnerships and fixed-price contracts like those for commercial crew have been shown to work—and expensive, slow, cost-plus programs like Orion and the SLS are to be avoided in the future if at all possible. https://arstechnica.com/science/2020/12/six-years-after-orions-first-spaceflight-america-still-waits-for-an-encore/ Curt Lewis