July 17, 2024 - No. 29 In This Issue : SpaceX Falcon 9 rocket failure forces NASA to evaluate astronaut launch schedule for ISS : Russia to begin domestic production of ersatz spare parts for Boeing and Airbus aircraft : Boeing begins 777X flight tests with FAA in breakthrough : Why does the 777 not have winglets? : Alaska Airlines Sends 737 Blowout Plane Back to Boeing : F-22 Raptor: The Advanced Fighter Jhttps://www.schooltube.com/f- : The Abandoned Airplane: A Story of Broken Promises and Unfulfilled Potential : EASA Issues Proposed AD For XWB Engines : Joby Beats Range Target For Hydrogen-Electric Air Taxi Demonstrator : Cessna SkyCourier passenger and cargo combi option receives FAA approval SpaceX Falcon 9 rocket failure forces NASA to evaluate astronaut launch schedule for ISS News By Elizabeth Howell A SpaceX Falcon 9 rocket launches 20 Starlink satellites to orbit from California on July 11, 2024. The second stage failed shortly after this picture was taken. (Image credit: SpaceX) NASA is waiting to see if there will be "schedule impacts" for its next astronaut mission aboard SpaceX after a rocket failure last week, the agency said in a recent statement. SpaceX's Falcon 9 rocket had a rare anomaly during a Starlink satellite launch on Thursday (July 11). The second stage on the rocket failed to work as planned, stranding the broadband satellites in an unusual orbit. As SpaceX and the Federal Aviation Administration (FAA) investigate why this occurred, an International Space Station (ISS) mission is under scrutiny. Falcon 9 is also used to send NASA astronaut missions to the ISS aboard SpaceX's Crew Dragon spacecraft. The next scheduled effort, known as Crew-9, was supposed to send four astronauts aloft in mid-August. The group will relieve Crew-8, which has been on the ISS since March for what was expected to be about a half-year mission. "Crew safety and mission assurance are top priorities for NASA," agency officials said in an e-mailed statement late Friday (July 12), adding they will "provide updates on agency missions including potential schedule impacts, if any, as more information becomes available." SpaceX, the statement added, has been providing information to NASA as the anomaly investigation proceeds. Screenshot from the webcast of a SpaceX Starlink launch on July 11, 2024, showing a buildup of white material on the upper stage of a Falcon 9 rocket. (Image credit: SpaceX) ISS missions, which typically last six months at a time, have flexibility built into them if they need to stay longer in space. SpaceX, however, is the only fully certified spacecraft that sends astronauts to space from U.S. soil. The other crewed option is Boeing's Starliner, but it's not yet approved for operational ISS launches. A test mission, known as Crew Flight Test, is onboard ISS right now with two astronauts. Starliner is certified to return to Earth, but only in case of emergency; a complex investigation is ongoing after Starliner had issues with helium leaks and thrusters after its June 6 docking with ISS. The mission was only supposed to last 10 days, but due to the issues, a landing date is not yet scheduled. Additionally, SpaceX sends a portion of vital resupply missions to the ISS via its cargo Dragon spacecraft. Cargo Dragon also uses the Falcon 9 rocket. The last such docking, SpaceX's 30th, took place on March 4 with food, supplies and experiments for the Expedition 70/71 crew. Other spacecraft can send cargo to the ISS, however, including Northrop Grumman's Cygnus and Russia's Progress. The next Progress launch is set for Aug. 15, Russian federal space agency Roscosmos announced last week via state news outlet TASS. Aside from the ISS, SpaceX is also supposed to send a commercial astronaut mission into space this month with Crew Dragon and Falcon 9. Known as Polaris Dawn, the effort — funded by billionaire Jared Isaacman — plans a high-orbiting mission above Earth that will feature the first commercial spacewalk. Isaacman rode the same vehicles to space in 2021 on another mission he funded, called Inspiration4. "SpaceX has an incredible track record with Falcon 9. I can say from personal experience they are very transparent when issues arise," Isaacman said in a post on X, formerly Twitter, last week. "I have no doubt they will arrive at a cause quickly and ensure the most cost-effective and reliable launch vehicle keeps delivering payload to orbit. As for Polaris Dawn, we will fly whenever SpaceX is ready and with complete confidence in the rocket, spaceship and operations." Related: FAA investigating SpaceX Falcon 9 rocket failure Russia to begin domestic production of ersatz spare parts for Boeing and Airbus aircraft Russia’s plan to produce aircraft spare parts domestically could have significant implications for global aviation safety, experts warn. BY MARIA TRIL 15/07/2024 Russian Boeing 737-548. Russian Airlines. Credit: Commons Wikimedia Russia to begin domestic production of ersatz spare parts for Boeing and Airbus aircraft Russia has announced plans to start manufacturing replacement parts for Boeing and Airbus aircraft domestically, a move that contravenes international regulations and could pose safety risks, reports Izvestia, a Russian newspaper. According to The Politico, the state-owned nuclear energy company Rosatom and the national carrier Aeroflot will collaborate to produce various components, including lighting systems and fire-fighting equipment. This development comes in the wake of sanctions imposed on Russia following its 2022 invasion of Ukraine, which have cut off the country’s aviation sector from legitimate spare parts. The urgency of the situation was underscored by a recent incident involving a Sukhoi Superjet 100 passenger plane, which crashed near Moscow, resulting in the deaths of all three crew members. While designed in Russia, the Superjet relies heavily on Western components, and Russia has been struggling to replace sanctioned parts. In response to EU and US sanctions, Russia has taken drastic measures, including appropriating around 400 leased Western aircraft. Andrew Charlton, managing director of Aviation Advocacy consultancy, warns of the potential consequences of using domestically produced parts: “With or without the sanctions, a Russian aircraft with domestically produced, but non-approved or supervised by Boeing or Airbus parts, would not be allowed to operate in Europe.”Despite these challenges, Moscow appears determined to proceed with its plan. Izvestia reports that Rosatom has already manufactured 50 locks for luggage and cargo compartments for Aeroflot’s entire Airbus A320/321s fleet equipped with a container loading system. The lack of access to Western parts and technicians creates growing problems for Russian aviation. S7 Airlines, the country’s largest private carrier, reportedly had to ground dozens of planes last week due to technical issues. While Rosaviatsiya, the Russian Federal Air Transport Agency, claims a decrease in aircraft incidents in 2023, independent media sources such as the Moscow Times and Novaya Gazeta Europe report contradictory information. Using locally-made spare parts could have far-reaching implications as Russian airlines continue to operate domestically and fly to destinations in Türkiye, the Gulf, and many Asian countries. “Russian aircraft continue to fly to many parts of the world. They fly to busy airports and in crowded airspace. Any aircraft flying around with counterfeit parts poses a risk, so there are grounds for concern,” Charlton warns. Boeing begins 777X flight tests with FAA in breakthrough Julie Johnsson and Yi Wei Wong, Bloomberg News A Boeing 777-9 jetliner aircraft on the tarmac during the Dubai Airshow at Dubai World Central-Al Maktoum International Airport in Dubai on Nov. 13, 2023. (Giuseppe Cacace/AFP/Getty Images/TNS) Boeing Co. has started conducting flight trials of its 777-9 aircraft with U.S. regulators on board, achieving a milestone toward certifying its jumbo airliner after years of setbacks. The company announced that it took the initial test flight late Friday with Federal Aviation Administration personnel. Achieving so-called Type Inspection Authorization marks the start of certification flight testing, a key step in one of the most extensive commercial test efforts that Boeing has ever undertaken. Regulators are putting the 777X test aircraft through a rigorous evaluation at a time when the U.S. planemaker is engulfed in crisis, with its manufacturing and engineering prowess called into question following a January accident involving the smaller 737 Max. While the 777X family is already five years behind schedule, clearing the first jet to enter the commercial market would mollify angry customers and help stem Boeing’s financial losses. “The certification flight test will continue validating the airplane’s safety, reliability and performance,” Boeing said in an emailed statement. “We appreciate our regulator’s rigorous oversight.” While Boeing said it has already spent time preparing for the items on FAA’s flying exam, it’s too soon to know if the plane will be ready for customers by next year, as executives have predicted. The FAA declined to comment on the certification effort, but noted that “safety always drives the timeline.” “Generally this kind of thorough process takes many months,” the regulator said in an emailed statement. The accomplishment, which was first reported by the Air Current, is rare good news. Boeing has logged around 480 orders for the 777-9, and two other planned models: the smaller 777-8 passenger jet and a freight-hauler. The aircraft, the largest twin-engine planes ever built, feature wings so long that the tips are hinged to flip upward while they taxi around airport gates. Boeing’s pilots have already racked up more than 3,500 flight hours over 1,200 test flights since the first 777X took to the air in January 2020. The planemaker has four dedicated aircraft that are being used to test every aspect of its safety and operations, ranging from stability and control to cabin noise. Touted as a more-efficient replacement to Boeing’s four-engine 747 jumbo jetliner and Airbus SE’s A380, the 777X has been in development for more than a decade and was originally slated to enter the market in 2020. The delays have frustrated customers such as Emirates, Qatar Airways and Deutsche Lufthansa AG, forcing them to refurbish and continue flying aging jetliners they’d intended to replace. The upgraded wide-body was caught up in the tougher regulatory scrutiny of Boeing’s products that followed two fatal crashes of its 737 Max jets in 2018 and 2019 that combined killed 346 people. The FAA and European regulators demanded extensive testing and redesign of several 777X components, including a critical avionics system and actuator-control electronics. The commercial entry of the final two Max models has also been delayed as the FAA required that the planemaker redo engineering studies and redesign an engine deicing system prone to failure in certain conditions. Why does the 777 not have winglets? Bill Otto Former Built Models of Atmosphere for DoD at Boeing (company) (1979–2020)Upvoted by Ted Schultz , former Automation Engineer at Boeing (1979-2020) and Ralph Goldstein , M.S. Aerospace and Aeronautical Engineering, University of Southern California (1984) Updated 3y The inside story in Boeing is that the planes like the 757 or the 767 with winglets are limited in wingspan to fit into the gates at smaller airport terminals. Winglets help them to get better performance from their short wingspans and reduce the wingtip vortices, reducing drag and netting up to 5% in fuel economy and reduced carbon dioxide emissions. But the 777 is deigned for larger international airport terminals that can accommodate the larger wing span. The 777, not being limited in wingspan, was not the design compromise that you had in the 757 and the 767. It already has a raked wing tip and won’t benefit from winglets enough to be worth the extra weight or the loss of lift during take off and landing. (I am also aware of recent developments in dynamic winglets that have a computer control the flight characteristics in real time to reduce the loses during climb out and high g-load events, for example, and make the winglets economical where fixed winglets are not or [where fixed winglets] would subject the wing to adverse loads. See Tamarack Active Camber Surfaces, for example.) I know you will find that some 747s and MD11s were retrofitted with winglets. There was only about a 1% performance improvement on those planes. But I never got a clear answer on why there was any improvement, because the jumbo jets clearly had all the wingspan they could want. Perhaps it is just that computational fluid dynamics software is so much better now than it was in the days in which 747s and MD11s were designed. I heard people made that last statement, but I did not really feel it was more than a guess Alaska Airlines Sends 737 Blowout Plane Back to Boeing Story by Jesus Mesa The Boeing 737 Max 9 aircraft that had its door plug blown out midair during an Alaska Airlines flight in January will not return to service, at least under the Alaska livery. "We have entered into a purchase agreement with Boeing for aircraft N704AL MSN 67501. They've taken possession of it, and the registration has been changed. It's no longer part of our fleet," said an Alaska Airlines spokesperson. Alaska Airlines has placed an order for a new 737 Max 10, confirmed by Boeing in its latest orders and deliveries report. Aviation experts believe it is unlikely that Alaska Airlines paid full price for the new jetliner. Instead, a trade-up deal seems more likely, serving as a form of compensation for the extended ordeal faced by the airline. Boeing has already paid Alaska Airlines $160 million in initial compensation for the incident, covering the airline's losses and costs associated with returning its fleet to service. The technical reasons why Alaska Airlines could not return the jetliner to service remain unclear. Federal regulators have not publicly suggested that there were concerns with the aircraft apart from the door plug. Currently, the airline operates 65 Boeing 737 Max 9 aircraft, with up to 20 undergoing preliminary inspections. On January 5, Alaska Airlines Flight 1282 experienced a near-catastrophic failure when a plug door blew off the fuselage at 16,000 feet, leading to cabin depressurization. The flight, en route from Portland, Oregon, to Ontario, California, made an emergency landing back in Portland. All 171 passengers and six crew members survived, with three sustaining minor injuries. The National Transportation Safety Board (NTSB) investigation revealed that four bolts intended to secure the door plug were missing. Boeing records indicated that the plug had been reinstalled without bolts prior to the aircraft's initial delivery. Following the incident, the Federal Aviation Administration (FAA) ordered the indefinite grounding of all 737 Max 9 aircraft for comprehensive safety checks. In June, U.S. investigators sanctioned Boeing for revealing details of the blowout probe and referred the matter to the Justice Department, prompting the planemaker to issue an apology. Legal action remains ongoing, including a suit filed by six Alaska Airlines fliers and a relative against Boeing on behalf of all 171 on board the flight. Separately, Boeing reached a plea deal with the federal government regarding previous violations of a 2021 settlement related to interactions with the FAA before the fatal 737 MAX crashes in 2018 and 2019 that resulted in 346 deaths. The arrangement includes a $244 million fine, three years of probation, and the appointment of a corporate monitor to ensure compliance with safety regulations. The company has been under intense scrutiny, with CEO David Calhoun defending its safety record in Senate hearing back in June. Lawmakers have accused Calhoun of prioritizing profits over safety, failing to protect whistleblowers and receiving excessive compensation. Despite calls for his immediate resignation, Calhoun has stated he plans to step down by the end of the year. Boeing's delivery figures for the first half of 2024 showed a peak in June but a significant yearly decline. Deliveries fell by 34 percent compared to the previous year, dropping from 266 to 175 planes, amid ongoing legal challenges and aircraft issues. F-22 Raptor: The Advanced Fighter Jet by SchoolTube Community The F-22 Raptor: A Technological Marvel The F-22 Raptor, a single-seat, twin-engine, all-weather, stealth tactical fighter aircraft, stands as a testament to human ingenuity and technological prowess. Designed for air superiority, the F-22 reigns supreme as the most advanced fighter jet in the world. Its unique blend of stealth, speed, maneuverability, and advanced avionics makes it a formidable force in modern warfare. Stealth Technology: The Art of Invisibility The F-22’s stealth capabilities are a cornerstone of its design. Its shape and materials are meticulously engineered to minimize radar reflections, making it incredibly difficult to detect. The aircraft’s flat, angled surfaces and special radar-absorbing materials effectively deflect radar signals, allowing it to approach enemy targets undetected. This stealth technology allows the F-22 to achieve surprise and maintain the element of surprise during combat operations. Unmatched Speed and Maneuverability: A Symphony of Power The F-22 Raptor is powered by two Pratt & Whitney F119 turbofan engines, generating an incredible amount of thrust. This potent combination allows the aircraft to reach speeds exceeding Mach 2.25 (over 1,500 miles per hour). Its advanced aerodynamic design and powerful engines grant it exceptional maneuverability, enabling it to perform tight turns, high-speed dives, and other complex aerial maneuvers with unmatched agility. Advanced Avionics: The Brains Behind the Brawn The F-22’s avionics suite is a marvel of technology. It features an integrated avionics system that seamlessly combines all the aircraft’s systems, including flight control, navigation, weapons systems, and communication. The pilot benefits from a sophisticated head-up display and a multifunction display, providing crucial information at a glance. The advanced avionics system allows the F-22 to engage multiple targets simultaneously, making it an incredibly effective platform for air combat. Weapons Systems: A Lethal Arsenal The F-22 is armed with a variety of air-to-air missiles, including the AIM-9 Sidewinder, AIM-120 AMRAAM, and the AIM-9X Sidewinder. It also carries a 20mm cannon for close-range engagements. The aircraft’s powerful weapons systems and advanced targeting capabilities make it a formidable adversary in any air combat scenario. Role in Modern Warfare: Guardian of the Skies The F-22 Raptor plays a crucial role in modern warfare, serving as a vital component of air superiority operations. Its stealth, speed, maneuverability, and advanced avionics make it a highly effective platform for defending against enemy air threats and achieving air dominance. The F-22’s ability to engage multiple targets simultaneously and its advanced weapons systems provide a significant advantage in modern air combat scenarios. Conclusion: A Legacy of Excellence The F-22 Raptor is a testament to human ingenuity and technological advancement. Its exceptional capabilities in stealth, speed, maneuverability, and avionics have made it the most advanced fighter jet in the world. The F-22 has earned its reputation as a formidable force in modern warfare, a guardian of the skies, and a symbol of technological excellence. The Abandoned Airplane: A Story of Broken Promises and Unfulfilled Potential by SchoolTube Community The nearly build plane that was BETRAYED by an airline. The Abandoned Airplane: A Story of Broken Promises and Unfulfilled Potential In the world of aviation, stories of triumph and innovation often overshadow the tales of dreams left unfulfilled. Today, we delve into the captivating story of an abandoned airplane, a testament to broken promises and the unpredictable nature of the industry. This is not just a tale of a plane left to rust; it’s a story of ambition, betrayal, and the enduring allure of unfulfilled potential. The Dream Takes Flight The year was 19XX, and a fledgling aircraft manufacturer, [Manufacturer Name], was brimming with ambition. They had designed a revolutionary aircraft, the [Aircraft Name], a marvel of engineering that promised unparalleled speed, efficiency, and comfort. With a sleek, futuristic design and cutting-edge technology, the [Aircraft Name] was poised to disrupt the aviation landscape. To realize their vision, [Manufacturer Name] sought a partner, an airline with a vision for the future. They found their match in [Airline Name], a forward-thinking carrier eager to embrace innovation. The two companies entered into a partnership, with [Airline Name] committing to purchase a significant number of the [Aircraft Name] aircraft. The Betrayal The partnership began with a flurry of activity. [Manufacturer Name] poured resources into the development and production of the [Aircraft Name], while [Airline Name] began planning for its integration into their fleet. However, the tide began to turn when the airline’s fortunes shifted. Facing unforeseen financial challenges, [Airline Name] made the difficult decision to abandon their commitment to the [Aircraft Name]. The news hit [Manufacturer Name] like a thunderclap. The manufacturer had invested heavily in the project, counting on the airline’s support. With the airline’s withdrawal, the project was left in limbo, a testament to the fragility of business partnerships. The Abandoned Dream The [Aircraft Name] remained unfinished, a haunting reminder of the broken promise. The aircraft sat on the tarmac, its sleek design slowly succumbing to the ravages of time. The once gleaming metal began to rust, the engines fell silent, and the dream of a revolutionary aircraft faded into obscurity. The abandonment of the [Aircraft Name] served as a harsh lesson for the aviation industry. It highlighted the importance of careful planning, the need for strong partnerships, and the unpredictable nature of the market. It also underscored the human cost of broken promises, leaving behind a legacy of disappointment and unfulfilled potential. Legacy and Lessons Though the [Aircraft Name] never took to the skies, its story continues to resonate. The abandoned airplane stands as a poignant reminder of the fragility of dreams and the importance of resilience in the face of adversity. Its story serves as a cautionary tale, urging companies to approach partnerships with caution and to be prepared for the unexpected. The [Aircraft Name]’s legacy is not one of failure but rather one of resilience. The manufacturer, though initially devastated, eventually found its footing, continuing to innovate and contribute to the aviation industry. The story of the abandoned airplane serves as a reminder that even in the face of setbacks, the pursuit of progress and innovation must continue. The story of the [Aircraft Name] serves as a powerful reminder of the human element in aviation. It is a tale of ambition, betrayal, and the enduring power of the human spirit. As we move forward in the world of aviation, let us remember the lessons of the abandoned airplane, honoring the dreams that were lost while embracing the possibilities that lie ahead. EASA Issues Proposed AD For XWB Engines Lee Ann Shay July 09, 2024 High aftermarket demand is antipated for the Trent XWB powering the Airbus A350 (pictured). Credit: Rolls-Royce Operators of certain Trent XWB engines installed on Airbus A350-900s could face new enhanced blade inspections per a proposed airworthiness directive (AD) issued by the European Union Aviation Safety Agency on July 9. The proposed AD affects intermediate pressure compressor (IPC) Rotor 1 blades that were close to their first planned refurbishment shop visits. Effected engines include the Trent XWB-75, -79, -79B and -84, which are the earliest certified variants of this engine. Rolls-Royce Alert Non-Modification Service Bulletin Trent XWB 72-AK632 previously spelled out inspection instructions for these blades, which EASA consequently issued as AD 2020-0277 to require them. Since then, Rolls-Royce issued an inspection bulletin outlining enhanced crack measuring and operational criteria for cracked blades. This proposed AD would supersede the previous one and mandates the enhanced instructions, which would require operators to inspect blades before logging 2,300 engine flight cycles, or within 50 engine flight cycles after Dec. 25, 2020 (which was the data of the of the original AD). If cracks are found, the engine would need to be removed not later than 200 engine flight cycles, depending on the remaining material between the end of the crack and the bottom of the blade root. Aviation Week Network’s Fleet Discovery shows 1,108 A350s in service. EASA is accepting comments for this proposed AD through Aug. 6 (Ads@easa.europa.eu). Joby Beats Range Target For Hydrogen-Electric Air Taxi Demonstrator Graham Warwick July 11, 2024 A hydrogen-electric-powered full-scale demonstrator trails a stream of water vapor, the only emission from its fuel cell power system. Credit: Joby Aviation While it pursues certification of its battery-powered air taxi and prepares to launch commercial service, Joby Aviation already is taking the next step: flying its electric vertical-takeoff-and-landing aircraft on liquid hydrogen and fuel cells. The startup has taken its pre-production prototype S4, which completed battery-electric flight testing in May, and modified it into a technology demonstrator for hydrogen-electric propulsion. The U.S. Air Force’s Agility Prime program is supporting the effort. • Prototype modified to hybrid battery/hydrogen-electric propulsion • Liquid hydrogen and fuel cell extend range beyond 520 mi. In flight testing conducted in June, the remotely piloted aircraft completed a 523-mi. flight over Marina, California, including a vertical takeoff and landing and landing with 10% of its liquid hydrogen (LH2) fuel load remaining. This compares with the 155 mi. flown by the battery-electric S4 in 2021. The demonstrator is fitted with a series-hybrid battery/hydrogen-electric propulsion system. The baseline S4’s propulsion units are retained, the six tilting propellers and their electric motors powered by the battery system, which the fuel cell system recharges in flight. “At a high level, 90% of the systems on the aircraft stay the same,” says Joby founder and CEO JoeBen Bevirt. “We add the fuel cell, the liquid hydrogen system, modify the batteries, and we get an aircraft with dramatically more range and endurance.” A vacuum-jacketed, 40-kg (88-lb.) LH2 tank is installed in the fuselage of the demonstrator along with a fuel cell developed by Joby’s Stuttgart, Germany-based subsidiary H2Fly. A heat exchanger to cool the fuel cell is mounted under the nose of the aircraft. Joby developed the insulated tank and heat exchanger internally. The 175-kW H2F175 low-temperature proton-exchange membrane fuel cell developed by H2Fly was used. The battery has the same architecture as in the S4 but with a higher specific-energy cell to reduce weight. “Vertical integration paid off in the way we constructed the system,” says Didier Papadopoulos, aircraft OEM president at Joby. “This is really a game of optimization. Being vertically integrated allowed us to make the right optimization in terms of the dewar, the fuel cell, the compressors, the battery, where we put the sensing. Without that, this would have been a much more complex, lengthy project.” Hydrogen-electric specialist H2Fly was acquired quietly by Joby in 2021, and in September 2023 the German startup performed the first crewed flights of an aircraft powered by liquid hydrogen and fuel cells, using its HY4 fixed-wing testbed aircraft. “One of the unique things we were able to achieve is to draw on the existing pool of technology and pull out the battery-electric energy source and introduce this hybrid battery/hydrogen-electric solution. Everything else—the electronics, propulsion systems, airframe—remains the same,” Papadopoulos says. “The key takeaway is the power of electric propulsion to allow you to think in a very flexible way about how you develop new aircraft architectures.” The hydrogen-electric demonstrator has been developed by a small team within Joby, Bevirt says, without drawing heavily on the financial and technical resources required to certify the battery-electric aircraft and prepare for Part 135 commercial air taxi services. “This aircraft and the commonality leverage 90% of the work we’re doing with certification of the battery-electric aircraft, and the real strength of our vertically integrated approach is we’re then able, with small incremental investment, to create a compounded impact,” Bevirt says. “We’re making investments in our Part 135 operations, in takeoff and landing locations, in our ElevateOS operating system, and the value of all those investments and infrastructure gets compounded, where for 10% incremental investment we get a huge expansion in the capabilities. You build a vertiport; it doesn’t just get you to another spot in the metropolitan area but gets you to anywhere in a 500-mi. radius.” Joby’s CEO lauds the performance of the internally developed liquid hydrogen tank and fuel cell heat exchanger (under the nose). Credit: Joby Aviation Joby sees the hydrogen-electric aircraft as complementary to the battery-electric S4. “We think it is very synergistic, where you have battery-electric aircraft serving short-distance trips within a metropolitan area and hydrogen-electric aircraft working side by side with them but also serving regional journeys.” Airports ideally are positioned to become hydrogen distribution centers, Bevirt says, and the fuel cell aircraft’s greater range capability means it is not necessary for every vertiport in a network to be equipped with hydrogen refueling infrastructure. “Battery-electric is the most efficient as long as you are doing a short-distance trip where you have a lightweight battery pack,” he notes. “If you try to go for a longer trip, the aircraft gets heavier, and soon you’re just flying around a big battery. “But with hydrogen, because it’s 100 times lighter, we can make an aircraft that is good for medium- and long-distance flights,” Bevirt continues. “That cutover point moves as the specific energy of batteries improves. But today, with batteries around 300 Wh/kg, we think that cutover threshold is around 100 mi.” With a range capability of 100 mi. plus reserves, the battery-powered S4 is designed to make several 15-25-mi. trips before having to recharge. Joby sees similar value in the operational efficiency that comes with hydrogen-electric, as the aircraft can make multiple, longer, back-to-back flights before refueling. “Hydrogen is one of the best energy carriers in the world because it’s three times lighter than jet fuel and because we can convert the chemical energy that it contains into propulsion twice as efficiently as a small turbine can convert jet fuel into propulsion,” Bevirt says. Joby is not giving a timescale for development and fielding of a hydrogen-electric air taxi but notes that the timeline is similar to that for the battery-electric aircraft. The company was founded in 2009 and began working with the FAA in 2015 on the regulations for battery-electric aircraft. “We began our formal certification in 2018. We now have all of our area-specific certification plans agreed to and are well underway on testing,” Bevirt says. FAA certification of the S4 is expected in 2025. “We anticipate that the relationship we’ve built bringing battery-electric to market . . . will be a valuable springbo “H2Fly started [working on hydrogen-electric propulsion] about 10 years ago, and now we are at a point where we’re able to integrate with the airframe that we have today and demonstrate,” Papadopoulos says. “That sets the stage for the next steps, moving into the certification framework and what the aircraft is going to look like. “The FAA usually wants to engage when you’ve demonstrated the technologies,” he adds. “That’s important not only in terms of understanding what the technology can do but also understanding where the weaknesses are in the technology and how we need to mitigate those in order to introduce a safe and reliable airplane.” Bevirt sees hydrogen-electric air taxis as providing a way to jump-start demand that justifies investment in liquid hydrogen infrastructure at airports. “I think the aviation world writ large doesn’t realize what a game changer hydrogen will become for aviation, from a sustainability standpoint but also the operating economics,” he says. “Hydrogen-electric, in my view, is going to be one of the greatest disruptions in aviation in multiple generations.” • Cessna SkyCourier passenger and cargo combi option receives FAA approval BY IAN MOLYNEAUX 2024-05-21 A new combi option for the Cessna SkyCourier has received approval from the Federal Aviation Administration (FAA) in the United States (US). The new combi interior conversion option allows for both passengers and cargo to be flown simultaneously, marking the Cessna SkyCourier as a truly versatile aircraft. Textron Aviation, which owns the Cessna brand, announced on May 20, 2024, that the new option will allow operators to transport nine passengers and cargo at the same time. Deliveries of the new aircraft configuration are expected to begin later this year. “This newly certified combi kit adds to the growing list of options for the versatile Cessna SkyCourier,” said Lannie O’Bannion, Senior Vice President of Global Sales and Flight Operations at Textron. “The Combi will allow operators to use the aircraft for an even broader range of missions globally and quickly change configurations to best serve their needs.” Currently the Cessna SkyCourier twin-engine, high-wing turboprop is available in both freighter and passenger variant as well with a gravel kit option for maximum flexibility. Textron says its current customers of the SkyCourier include government agencies, law enforcement and militaries, corporations, and humanitarian organizations. The aircraft can be operated by a single pilot and can carry up to 19 passengers without cargo onboard while as a freighter the Cessna SkyCourier can transport up to three LD3 shipping containers with a 6,000 pounds of payload capability. The aircraft is powered by two wing-mounted Pratt & Whitney PT6A-65SC turboprop engines and features the McCauley Propeller C779 four-blade propeller. The SkyCourier has a 900 nautical-mile maximum range. Curt Lewis