August 21, 2024 - No. 34 In This Issue : The process of how gigantic Airbus A380s were made will mesmerize you : Aviation Company to Locate Manufacturing and Assembly Plant in Florida : What Is Sustainable Aviation Fuel, and Will It Really Make Flying Greener? : Japan to see first passenger-to-freighter plane conversion business : B-1 bomber rises from the ‘Boneyard’ to rejoin the Air Force’s fleet By Courtney Mabeus-Brown and Zamone Perez : Cracked engine part sparked giant B-1 bomber fire, investigation finds : Water in fuel brings down Piper : What is the most powerful commercial aircraft engine? : GE Aerospace expanding maintenance hub in North Texas : China’s huge unmanned cargo drone makes its maiden flight The process of how gigantic Airbus A380s were made will mesmerize you • The Airbus A380 is the world’s largest passenger airliner • It consists of four million parts from over 30 countries • A video showed the entire production process that used to take place Note: See photos and video in the original article. Published on Aug 18, 2024 at 2:27 PM (UTC+4) by Siddharth Dudeja Last updated on Aug 18, 2024 at 2:27 PM (UTC+4) Edited by Daksh Chaudhary The Airbus A380 is one of the most iconic pieces of machinery to exist in aviation history, and all for good reason. Regardless of its size, it remains an aircraft that was produced in a factory. But what did Airbus do to put so many parts together and create one of the world’s most popular airliners? Building the largest passenger aircraft The A380 is the world’s largest commercial airplane to date, and its size made waves in the aviation industry. For context, when the first Airbus A380 rolled out in 2007, airports had to renovate to accommodate such a large aircraft. It certainly makes you wonder how producing an aircraft like this is even possible. Fret not because a YouTube channel called REC Anything posted a video showing the entire production process. The video revealed humongous parts in a factory, which were assembled one by one. A typical A380 consists of about four million parts, which the company sources from manufacturers in 30 countries. Now imagine the logistics operations involved in putting a single A380 together. How an Airbus A380 comes together Some parts are much larger than a few cars combined, and that’s because of the aircraft’s immense size. You see, the Airbus A380 has a wingspan of 261.8 feet and a length of 239.5 feet. It simply dwarfs other airplanes when standing next to them. All parts that Airbus sources travel to its Final Assembly Line (FAL) in Toulouse, France. That’s where the magic happens, and around 48,000 employees in that factory work toward putting everything together. The factory spans over 1.6 million square feet, which is also something to think about. However, the A380 isn’t the only airplane manufactured there — the company also uses the site to produce the Airbus A330, A320, and some other models. Cranes inside the production line do the heavy lifting while engineers ensure everything is functional. Each part goes through a thorough inspection before the final assembly and receives a coat of paint. After hours of lifting and installation, the FAL sends out a fully built A380 for operational tests. It’s like putting Lego blocks together but for giants. Aviation Company to Locate Manufacturing and Assembly Plant in Florida By Staff August 17, 2024 An aviation company plans to locate a 500,000-square-foot manufacturing and assembly plant in Florida, bringing 1,030 high paying jobs. During Lieutenant Governor Jeanette Nuñez’s international mission to the Farnborough International Airshow, aviation company AURA AERO Inc. announced the opening of its first U.S. facility within Embry-Riddle and the decision to locate a 500,000-square-foot manufacturing and assembly plant in Florida. AURA AERO is a French designer and manufacturer of aircraft headquartered in Toulouse, France.This decision follows the company’s move last year to create a partnership with Embry-Riddle Aeronautical University at the University’s Research Park in Daytona Beach, which is now open. The new Central Florida manufacturing facility is estimated to create 1,030 jobs with an average wage of $73,695 and has a projected capital investment of $172.5 million. “Today’s announcement is the result of our administration’s strategic investments towards the growing aerospace and aviation industry in Florida,” said Republican Lieutenant Governor Jeanette Nuñez. “I am thrilled that AURA AERO has decided to expand their presence in Florida. We applaud their commitment to bringing additional high-wage job opportunities for Floridians and their dedication to the aerospace industry in our state.” “Thanks to the leadership of Governor Ron DeSantis, Florida continues to elevate its status as a leader in research and development, and manufacturing. Our aligned and targeted investments in workforce readiness, site readiness, housing readiness, and financial readiness create a network of connected successes that establishes confidence in investors, communities, businesses, and families to ultimately call Florida home,” said Florida Secretary of Commerce J. Alex Kelly. “The key to the success of this effort was the work of the Lieutenant Governor and Embry-Riddle who first began working with AURA AERO at the Paris Air Show last July, and we are grateful to see the company selecting Florida.” SelectFlorida’s delegation at the Farnborough International Airshow totals more than 150 attendees, including representatives from 19 Florida companies, Embry-Riddle Aeronautical University, and 12 local economic development partners. Florida’s leadership present at the air show includes Lt. Governor Jeanette Nuñez, Florida Secretary of Commerce J. Alex Kelly, Florida Department of Transportation Jared Perdue, and Space Florida President and CEO Rob Long. “We are thrilled to unveil AURA AERO’s expansion in the USA with the development of our industrial footprint in Florida,” said AURA AERO CEO Jérémy Caussade. “Supported by the State of Florida, Select Florida, and our partner Embry-Riddle, we have the perfect ecosystem to bring a new generation of aircraft to our American customers.” “Under the Governor’s leadership, the business climate that has been created is the perfect platform for us to recruit international business leaders to the United States. These companies have other choices and are continuously being recruited by many different locations,” said Mori Hosseini, Chairman of Embry-Riddle’s Board of Directors. “Florida’s continuing wins are a clear result of ongoing efforts by the Governor, as well as his amazing team and our legislators, to create and sustain a favorable business climate.”Under Governor DeSantis’ leadership, Florida remains one of the nation’s leading manufacturing states, with Florida manufacturing employment reaching more than 422,000 in September 2023. “These kinds of collaborative efforts lead to exceptional outcomes such as the recruitment of AURA AERO to Daytona Beach,” said Embry-Riddle President P. Barry Butler, Ph.D. “This latest development will benefit Floridians as well as Embry-Riddle students who will gain real-world career experience.” “This is truly exciting news for our great state and the transportation industry. Florida continues to be a leader in transportation because of the persistent effort to stay on the cutting edge of technology and advancements to strengthen our economy now and in the future,” said Florida Department of Transportation Secretary Jared W. Perdue, P.E. “We are grateful for the tremendous leadership in Florida from Governor DeSantis and Lt. Governor Nuñez as well as for the strong partnerships with other state agencies and industry partners who work tirelessly to bring great value like this to the Sunshine State.” AURA AERO is opening the plant to move closer to its customer base in the U.S., and Florida beat Texas, Alabama, Ohio, and Georgia for the factory. The plant will manufacture and assemble hybrid electric regional aircraft (ERA) with the goal of producing 100 ERAs per year. It is expected to be operational in 2028 and will start assembling aircraft in Q4 of 2028. “Our state has long been at the forefront of aerospace innovation, and AURA AERO’s decision to expand here underscores our commitment to making Florida the global hub for aerospace commerce with access to a robust workforce and an unbeatable location built for business,” said Space Florida President and CEO Robert Long. “We also are thrilled for Embry-Riddle as they continue to connect top-tier talent with innovative companies right here in Florida.” What Is Sustainable Aviation Fuel, and Will It Really Make Flying Greener? The first commercial transatlantic flight powered by sustainable aviation fuel, or SAF, took off in November. Going forward, what is the alternative fuel’s potential—and could it make flying more eco-friendly? The airline industry is betting big on sustainable aviation fuel, or SAF—a fuel alternative made from renewable biomass and waste products. Dozens of airlines around the globe are experimenting with it; in November, headlines buzzed following the first fully SAF-powered transatlantic flight on a commercial airline (British carrier Virgin Atlantic). But while the emissions-heavy airline sector is heralding SAF as a silver bullet to its decarbonization goals, experts say environmental pitfalls and other obstacles abound. What is sustainable aviation fuel, and what’s spurring its popularity? SAF is a liquid, energy-dense fuel sourced from nonpetroleum sources, known as feedstocks, including renewable plant- and waste-based products such as used cooking oil, municipal waste, and algae. Estimated to slash the carbon footprint of conventional kerosene-based jet fuel by as much as 80 percent, SAF is also attractive for the “drop-in” compatibility it offers with existing airplane technology (meaning that it’s capable of being used with existing aircraft engines and other supply infrastructure and is compatible to be safely mixed with conventional jet fuel). Currently, SAF is positioned as the sector’s leading means of meeting pressing U.N.-set climate targets and emerging government-imposed mandates that require airlines to partially employ SAF to operate within their borders (now instated in places like the European Union, United Kingdom, and Singapore). The International Air Transport Association (IATA), a global trade association representing some 300 airlines, has committed to meeting a net-zero emissions target by 2050—and SAF is tied to a substantial 65 percent of its calculations for reaching that goal. What are some of the challenges and barriers to entry for SAF? Currently, 0.2 percent of aviation fuel consumed worldwide each year is SAF. “SAF use is a drop in the bucket,” says fuel expert Nikita Pavlenko of the nonprofit International Council on Clean Transportation (ICCT). Why is that? Well, not only is SAF up to five times more expensive than standard jet fuel, but also, it’s scarce: While roughly 158 million gallons were produced in 2023, IATA says that 119 billion gallons of SAF is needed annually to reach net-zero emissions by 2050. Costs and funding are a big part of the scalability issue. The ICCT website reports that supply is not currently where it needs to be because the funds that “airlines are throwing at SAF today are insufficient to increase supply and build true markets.” Organizations like the ICCT suggest that airlines are unlikely to voluntarily pay a premium on fuel costs since it would increase their operating costs, push airfares up, and potentially quell demand by pricing customers out of flying. Instead, these groups suggest that supply needs to be boosted via SAF government mandates as well as economic incentive programs like government subsidies and tax credits (e.g., the new credits now being offered to SAF producers in the United States via the Inflation Reduction Act). Additionally, SAF proponents say that more capital must be made accessible to encourage startup fuel producers. Some airlines are taking the investment strategy into their own hands: United Airlines, for instance, kicked off a $200 million venture capital fund to invest in SAF technology last year. Others, like Lufthansa and SAS, are passing on some of the cost to passengers with the option of “green fares,” typically priced at a premium, that bundle SAF usage (as well as other carbon reduction attempts like offsets) into the ticket price; other airlines, including Air France, British Airways, and JetBlue, let passengers opt in for a supplementary fee to support SAF usage and development. The nation of Singapore, meanwhile, won’t make it optional: All passengers departing on flights from Singapore will be subject to a mandatory SAF fare levy starting in 2026. (The Civil Aviation Authority of Singapore shared that costs will vary according to factors such as distance and fare class but cited some sample economy-class fare hikes on a direct flight from Singapore to Bangkok, $2.20; Tokyo, $4.40; or London, $11.75.) For now, the gap between available SAF funding and the production needed remains wide. So are sustainable aviation fuels actually sustainable? Some say the term sustainable aviation fuel is an oxymoron. SAF may be a lower-carbon fuel alternative, but it’s not a no-carbon alternative. In fact, SAF emits comparable amounts of carbon dioxide to standard jet fuel when it’s burned, though it has lower life-cycle emissions overall, owed to its feedstocks (like biomass, which helps absorb similar amounts of carbon from the atmosphere as it grows). Each SAF product generates varying life-cycle CO2 emissions and comes with other environmental considerations (like deforestation and food crop competition to make way for SAF-ready crops), based on which feedstock types and production methods are employed. Finally, current ratio requirements adhered to by the IATA limit SAF to 10 to 50 percent of the permitted fuel blend for airplanes, meaning that the remainder of the blend must be powered with conventional—and more heavily carbon-emitting—jet fuel. Perhaps most critically, SAF remains extremely limited in supply, with doubts being increasingly cast on whether the large quantity of SAF required can be scaled quickly enough to meet the industry’s deadlines and targets. Ultimately, leading environmentalists and analysts caution that unconstrained growth for the aviation sector, using the promise of SAF as a panacea to the industry’s decarbonization challenges, means that the airlines won’t reach their climate goals. For now, one surefire way to ensure airline emissions reduction, Pavlenko says, is this: “The least polluting flight is one that doesn’t happen.” Japan to see first passenger-to-freighter plane conversion business Okinawa's MRO Japan has EU certificate to service Airbus planes YUMIKO URASAKI, Nikkei staff writer August 18, 2024 18:07 JST Note: See photos in the original article. NAHA, Okinawa -- MRO Japan, a provider of aircraft maintenance services, will start converting passenger aircraft into cargo haulers, seeking to win orders from owners of Airbus planes in Asia. The company, based in Japan's southernmost prefecture of Okinawa, has obtained European Union Aviation Safety Agency (EASA) certification authorizing it to provide services on planes made by Europe-headquartered Airbus. MRO Japan plans to begin receiving orders in fiscal 2025 from airlines and trading companies to switch short-to-medium-range A320 and A321 planes to freighters. Passenger-to-cargo conversion work involves a number of processes, including ripping out seats and switching out internal surfaces for stronger materials appropriate for cargo loads. A wider door is installed for freight loading and unloading. While passenger airliners get downgraded when new models debut, older freighters continue to be welcomed. Conversion also costs less than purchasing a brand-new cargo hauler. MRO Japan in 2022 became the country's first company to obtain EASA certification, the gold standard in aircraft maintenance service quality. This certification, required by many U.S. and European manufacturers, has made it easier for the Japanese company to work on planes owned by U.S. and European companies. With EASA certification, the company wants to broaden its operation beyond the field of maintenance, repair and overhaul -- collectively known in the industry as MRO. In April, MRO Japan signed a memorandum of understanding with Elbe Flugzeugwerke (EFW), a German provider of Airbus conversion services. Because EFW is the exclusive conversion service supplier for Airbus, receiving Airbus conversion orders requires a tie-up with EFW, according to MRO Japan, which is the German company's first Japanese partner. In its main business, the Okinawa company performs inspections, replaces and repairs engines and other parts, and repaints aircraft. Its work also includes modifications for compliance with updates in relevant laws and manufacturers' own guidelines. Established in 2015, MRO Japan generated 3 billion yen (around $20 million at current rates) in revenue in fiscal 2022, and aims to lift this figure to 4.5 billion yen in fiscal 2026. Racking up maintenance orders, it plans to increase its roughly 450-member workforce to upwards of 500. Going forward, MRO Japan will focus on maintenance of foreign aircraft, particularly smaller models in Asia. Given their reduced range compared to larger planes, airliners like the A320 need to be maintained within a certain area. Okinawa, being closer to certain Asian destinations than Tokyo or Osaka, is a good location, the company says. MRO Japan performs inspections, replaces and repairs engines and other parts, and repaints aircraft. (MRO Japan) B-1 bomber rises from the ‘Boneyard’ to rejoin the Air Force’s fleet By Courtney Mabeus-Brown and Zamone Perez Friday, Apr 26, 2024 A previously retired B-1B Lancer bomber, nicknamed “Lancelot,” touches down at Tinker Air Force Base, Oklahoma, Feb. 8, 2024. (Clayton Cummins/Air Force) After a yearslong sabbatical in the desert, a retired B-1B Lancer will soon rejoin the Air Force’s bomber fleet. The aircraft, nicknamed “Lancelot,” is slated to replace another B-1 bomber whose engine exploded during routine maintenance at Dyess Air Force Base, Texas, in April 2022. The accident caused more than $15 million in damages and sent an airman to a hospital with minor injuries, according to an Air Force investigation. The B-1 is a supersonic bomber capable of carrying conventional weapons; the first was delivered to the Air Force in 1985. The service has 45 Lancers in the fleet, down from its original inventory of 100. The “Bone” fleet reached its current size in 2021 after the service retired 17 Lancers including Lancelot, and is congressionally mandated to remain at its current size while the Air Force brings on the more advanced B-21 Raider. Once the Air Force determined that repairing the torched bomber from the April 2022 mishap would cost too much, it turned to its “Boneyard” — otherwise known as the 309th Aircraft Maintenance and Regeneration Group at Davis-Monthan Air Force Base, Arizona — for a replacement. That’s where Lancelot landed after retiring from the 34th Bomb Squadron at Ellsworth AFB, South Dakota, on March 12, 2021. The retired bomber was among four B-1s at the Boneyard in the highest level of preserved status, Joseph Stupic, senior materiel leader at the B-1 program office, told Air Force Times. “This was the one that was probably the best for not requiring as much work,” Stupic said of Lancelot. “Some of them need structural updates and structural repairs. We looked at it and said, ‘Hey, the structure on this plane is pretty good. We can bring it into the fleet at a lower cost.’” Preserving an aircraft and its parts is routine for the 309th AMARG, which does the initial work of draining an aircraft’s fluids and running a preservative oil through it, removing ejection seat rockets and sealing planes off from the elements. Resurrecting a retired bomber is much rarer. The last time the Air Force called back defunct Lancers was in 2004, when the service revived seven of the aircraft after retiring 33 of them a year earlier, according to Air and Space Forces Magazine. Teams from the 7th Bomb Wing at Dyess, as well those from the B-1 program office, the 76th Expeditionary Depot Maintenance Flight and the 569th Egress Flight at Tinker Air Force Base, Oklahoma, worked with the 309th AMARG to get Lancelot flight-ready. Because the aircraft had sat dormant for a couple of years, multiple inspections, like safety checks of the aircraft’s wings and engine mounts, had to be completed. The 569th Egress Flight reassembled, tested and reinstalled ejection seats, hatches and other associated parts — totaling nearly 500 aircraft components — over three weeks, said James Jennings, a senior mechanic from the unit. “It’s a lot of work,” Jennings said. The amount of time that the aircraft had been unused, combined with the sand and wind of the Arizona desert, presented other challenges, said Master Sgt. Michael Wusstig, the 76th Aircraft Maintenance Group battle damage repair section chief. Fasteners holding down the aircraft’s panels were tougher to remove, but overall, Lancelot was in good shape. “On this aircraft specifically, we didn’t find anything that raised any kind of red flags,” Wusstig said. After being restored to flying condition, Lancelot landed at Tinker in early February, where it got other upgrades that it missed while in retirement, according to the 72nd Air Base Wing. That included catching up on a backlog of directives for one-time changes, modifications, inspections or installations of new equipment. Lancelot is now beginning routine heavy maintenance at Tinker’s Oklahoma City Air Logistics Complex depot. That process is expected to take at least six months, but can go longer depending on what crews find after they strip down the aircraft. It is expected to begin its second life at Dyess later this year. Reviving a bomber could be a once-in-a-lifetime experience for those who helped to return the aircraft to the skies. It’s a full-circle moment for Wusstig, who saw the Lancer head to the Boneyard and its subsequent path back home. “It was a lot more special … to see it at different levels,” he said. Cracked engine part sparked giant B-1 bomber fire, investigation finds A faulty fan disk failed during ground maintenance, investigators said. By Rachel S. Cohen Feb 3, 2023 A B-1B Lancer departs from Dyess Air Force Base, Texas, June 29, 2022, in support of United States Africa Command's Exercise African Lion. The B-1 carries the largest payload of both guided and unguided conventional weapons in the U.S. inventory. (Senior Airman Colin Hollowell/Air Force) A cracked engine part’s final breakdown caused the catastrophic fire that torched a B-1 Lancer bomber last spring, costing $15 million in damages, according to an Air Force investigation. Mechanics with the 7th Aircraft Maintenance Squadron at Dyess Air Force Base, Texas, were running the bomber’s jet engine while fixing its hydraulics on April 20, the service said in an accident report approved Dec. 19. Investigators said a crack in a disk within the engine — to which the fan blades are attached — unexpectedly caused the part to fail during the maintenance check. The Air Force published the report soon afterward but did not publicize its release. Air Force Times viewed the report Friday. RELATED Read the accident investigation board report B-1 pilots noticed a potential problem with one of the plane’s four engines around 2 p.m. local time, when a nozzle that should have fully opened was still closed during “hot refueling” — the process of gassing up with the engine running on the ground. The airmen called for propulsion specialists to take a look. Lancers are powered by four General Electric engines known as the F-101-GE-102. “When the … pilots moved the #1 engine throttle to intermediate power, [its] nozzle … returned to its correct open position when the throttle was returned to idle,” the report said. “Satisfied that the issue had been resolved, the propulsion specialists departed.” Soon after, though, the nozzle closed once again. One specialist thought a faulty thrust control component was behind the problem and needed further investigation. That was later ruled out. Further checks showed that the component had failed because of problems with its hydraulic system, parts of which they replaced around 10 p.m. “The [aircraft] then required a maintenance engine augmenter run … to check proper operations of the engine hydraulic pump and to ensure it did not leak fluid,” the Air Force report said. RELATED Dyess fire chief offers new details on last month’s massive B-1B bomber fire Flames on the bomber's left side reached as high as 75 feet when fire crews arrived. A half-hour into their work, the engine was running smoothly again. Then a warning light flickered on. A fireball erupted on the left side and partially engulfed the jet. Flames rose about 200 feet high and flung engine parts up to 1,000 feet away. Hot shrapnel hit one airman’s right leg, causing lacerations, bone bruises and muscle injury. Airmen scrambled to shut down the engine and firefighters responded to the scene. The hurt maintainer was treated at a local hospital and ordered to rest at home for one week. One other injured airman was also treated at a nearby hospital and released, the Air Force said at the time. The fire was worst where the left wing connects to the bomber’s fuselage, melting the plane’s skin and peeling off metal components. It also torched critical mechanical, electrical and hydraulic components, the report said. It’s unclear when the faulty fan disk began to break, the report said. The engine was last overhauled in 2017 and could handle much more flying time before it was next scheduled for heavy maintenance, the report indicated. It was shipped from South Dakota to Dyess to fix an oil leak in April 2021, and was reinstalled in January 2022 onto the B-1 that would catch fire months later. The fan disk had used only one-quarter of its projected service life, the report said. But the metal was worn from heating and cooling that occurs when a plane accelerates and decelerates, a common phenomenon known as “high-cycle fatigue.” That cracked the disk, which warped further until the gap was nearly 1 inch deep. It punched a hole in the B-1′s engine when it failed, breaking other parts inside and sparking sky-high flames. RELATED B-1B bomber catches fire during engine work at Dyess, injuring two. Two people were treated for injuries that were not life-threatening at a local hospital and released. Human error was not a factor in the incident, the report said. All airmen involved were fully qualified and followed proper maintenance procedures. The report did not say what has happened to the toasted airframe since the accident. The Air Force currently owns around 40 B-1Bs, which do not carry nuclear weapons, and is in the process of retiring the fleet. It received its first B-1B in 1985 and first deployed it in combat against Iraq in 1998. The planes are based at Ellsworth AFB, South Dakota, and at Dyess. B-1Bs have been plagued by safety issues, from ejection seat woes to fuel tank problems. In 2018, a four-member Lancer crew received the Distinguished Flying Cross for safely landing their bomber while its wing was on fire. The fleet is notorious for its lackluster readiness rates due to the time its planes spend in the shop. Investigators noted that less than 70% of the B-1s belonging to the 7th Bomb Wing could perform at least one core mission in the weeks surrounding the accident. Water in fuel brings down Piper By General Aviation News Staff · August 13, 2024 This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports. During preflight, my co-pilot and I did a thorough walk around, including checking oil and adding oil and sumping the tanks for water. No discrepancies were found and no water was found while sumping the Piper PA-28. We took off towards the north and started our initial climb out. My co-pilot talked to Regional Departure. We started heading to ZZZ when at 4,048 feet (starting our cruise climb), the engine lost power entirely for five to six seconds. We quickly cycled the throttle, engaged the fuel pump, and switched fuel tanks. After the engine started back up, it felt unreliable so we made the collective decision to land at ZZZ1 airport after querying ATC. We landed safely at ZZZ1 and parked doing a thorough run up. We collectively decided to have a mechanic look at the aircraft before having it airworthy again. Later that day, the mechanic found water in the fuel tanks that possibly starved the engine. Primary Problem: Aircraft ACN: 2076945 What is the most powerful commercial aircraft engine? Rebecca Williams The most powerful commercial aircraft engine in the world today is the GE9X from GE Aviation. This engine can generate a maximum thrust of 134,300 lbf (pound-force) at sea level, which is about 5% more than its predecessor, the GE90-115B. The GE9X is designed to power the upcoming Boeing 777X, which is expected to enter service in 2024. The GE9X is based on the proven technology of the GE90 engine series, which has been in service since 1995 and has over 2,500 orders. This features a larger fan diameter of 134 inches, which allows it to draw more air into the engine and improve its efficiency. The engine also uses composite carbon-fiber materials, which reduce its weight and fuel consumption. The GE9X is not only the most powerful but also the most efficient and reliable engine in its class. It has achieved over 5,000 hours of testing and certification and has set a Guinness World Record for the highest thrust ever produced by a commercial jet engine in 2017. It is expected to offer a 10% improvement in fuel burn and emissions compared to the GE90-115B, and a 5% improvement in specific fuel consumption compared to any other engine in its class. The GE9X is the result of a global collaboration between GE Aviation and its partners, such as Snecma of France, Avio Aero of Italy, and IHI Corporation of Japan. The engine is also supported by a network of service centers and technicians around the world, ensuring its optimal performance and maintenance. The GE9X is a remarkable achievement in aviation engineering and a testament to the innovation and excellence of GE Aviation and its partners. It is the engine of choice for the Boeing 777X, which will be the largest and most efficient twin-engine jet in the world. The GE9X and the 777X will together set new standards for performance, efficiency, and sustainability in the aviation industry. I hope you love this answer, if yes please HIT Upvote on this answer. GE Aerospace expanding maintenance hub in North Texas The Fort Worth City Council OK'd tax breaks for On Wing Support. GE Aerospace manufactures engines used on jet airplanes around the world and its On Wing Support division repairs them. Author: Seth Bodine (Dallas Business Journal) Published: 12:53 PM CDT August 15, 2024 Updated: 12:58 PM CDT August 15, 2024 FORT WORTH, Texas — This article was originally published by our content partners at the Dallas Business Journal. You can read the original article here. GE Aerospace's maintenance arm is moving forward with expansion in Fort Worth. Fort Worth City Council voted Aug. 13 in favor of a tax abatement for the company to upgrade and expand its 84,344-square-foot facility at Carter Field. The facility is located on nearly 19 acres at 15225 FAA Blvd. and 15101 FAA Blvd., near Dallas-Fort Worth International Airport. On Wing Support, a subsidiary of General Electric Co. (NYSE: GE), must hire an additional 100 employees with an average salary of at least $70,000 by 2026, under the terms of the agreement. Currently, the company employs 65 in Fort Worth. The company must also invest $50 million: $37.5 million on real property improvements and $12.5 million on equipment. The company will expand its footprint by 3.25 acres. “We appreciate the city’s partnership to make this investment possible in the Dallas-Fort Worth community. It will help us build capacity and better serve our customers," Jay Hembree, DFW On Wing Support site leader, said in a statement. GE Aerospace builds jet and turboprop engines used on airplanes around the world and its On Wing Support division handles maintenance and repair for those engines. Fort Worth agreed to a seven-year tax abatement of up to 60% of the incremental value of both the company’s real and business personal property, according to public documents. In July, GE Aerospace announced a $1 billion investment to expand and invest in maintenance, repair and overhaul and component repair facilities worldwide, including plans to spend $250 million this year. It said about $65 million would go toward U.S. operations in Cincinnati; McAllen, Texas; Lafayette, Indiana; Dallas, and Winfield, Kansas. GE Aerospace employs more than 700 people in Texas. Robert Sturns, Fort Worth's economic development director, and Robert Allen, CEO of the Fort Worth Economic Development Partnership, both said the expansion speaks to the city's robust aerospace and defense industry. "This latest investment, which grows both GE On Wing's operational footprint and workforce in Fort Worth, is exactly the type of investment the Fort Worth EDP targets as we work to attract high-quality business investment to our rapidly growing region," Allen said in a statement. According to the city's updated economic development strategic plan, adopted in 2022, the aerospace and defense sector is a target industry to attract to Fort Worth. Aerospace jobs made up 1.9% of the workforce in Fort Worth in 2022, higher than the national average. Two of Tarrant County's largest employers are DFW International Airport and Lockheed Martin, which assembles F-35 fighter jets in Fort Worth. China’s huge unmanned cargo drone makes its maiden flight • A large unmanned cargo drone has completed its inaugural flight in China • The aircraft flew for 20 minutes before it returned to the airport • It is one of the largest transport drones ever built in China Published on Aug 15, 2024 at 4:49 AM (UTC+4) by Claire Reid Last updated on Aug 15, 2024 at 5:24 PM (UTC+4) Edited by Tom Wood A large unmanned cargo drone has successfully completed its inaugural flight in China. The as-yet-unnamed aircraft was developed by private drone maker Sichuan Tengden Sci-tech Innovation. It took its debut flight on August 11 in Zigong, Sichuan province – setting off from Zigong Fengming General Aviation Airport. The cargo drone spent around 20 minutes in the air Sichuan Tengden Sci-tech Innovation Co This isn’t the first we’ve seen of unmanned aircraft – the first-ever passenger-carrying drone took to the skies in Abu Dhabi back in June, while a US aerospace company shared details of a fully autonomous plane that will fly without a crew for 90 days using only solar energy. Impressive stuff. Sunday’s flight saw the Chinese-built aircraft flying for 20 minutes before it returned to the airport. The plane is one of the largest transport drones ever built in China. It measures 13.9 meters (45ft), with a wingspan of 16.1 meters (52.8ft). It can fly up to 2,000km (1,242 miles) and hit altitudes of up to 7km (4.3 miles). Inside, there are 12 cubic meters of space for cargo with the capability to carry up to two metric tons. The company is already exploring new ways to power the aircraft The unmanned aerial vehicle (UAV) has helped to show that the ability to carry large payloads doesn’t need to be an obstacle for the aircraft, according to a manager at the company who didn’t want to be named. “It proved that large-scale commercial adoption of unmanned regional logistics is feasible, and is expected to drive technological advancements in the industry that better meet the expanding market demand,” the manager told Global Times. The plane is powered by two piston engines, but designers and engineers are keen to explore other propulsion options. “We have started tests on turboprop and turbofan engines to see whether they are suitable for the drone,” Sun Yanyang, general manager of commercial drones at Tengden, told China Daily. “The choice of engines or aerodynamic configurations depends on users’ requirements.” The company is also open to building the drones for others and is happy to develop multiple variants to meet demand. “The drone’s potential has been recognized by our clients,” Sun said. “We have received letters of intent from several clients who want to buy it.” Curt Lewis