November 20, 2024 - No. 47 In This Issue : Unsustainable project: SLS rocket for Artemis lunar program under threat of closure : GE Aerospace and NASA Partner on Flight Tests to Study Contrails : SpaceX's Falcon 9 rocket has revolutionized spaadbcce exploration : NTSB Blames Boeing 747 Engine Fire on Shoddy Maintenance Work : Airman brings fuel sampling innovation to Eglin, possibly AF : Experimental safety record at all-time best : Is sustainable aviation fuel the key to decarbonizing aviation? : U.S. Navy’s Fleet Readiness Center East Inducts First CMV-22B Osprey for Planned Maintenance : Skills shortage continues to challenge aviation - how the industry can respond : F-16 Cockpit Collapsible ACE Ladder Wins Air Force Innovation Competition Unsustainable project: SLS rocket for Artemis lunar program under threat of closure Ivan Hrinko Note: See photos in the original article. NASA’s Space Launch System (SLS) rocket, a key element of the mission to return humans to the Moon after more than 50 years, may be canceled. According to Ars Technica space journalist Eric Berger, the chances are no less than 50/50. This applies to all modifications of the rocket, from the original Block 1, which was used in the unmanned Artemis I mission in 2022, to the more powerful Block 1B and Block 2 configurations. While official decisions have not been made, Berger’s reports raise serious questions about whether the project should continue to be funded. The problems that have accompanied SLS for years include multi-billion dollar budget overruns and significant delays. Former NASA deputy administrator Lori Garver has already called the project unsustainable. Political burdens and financial challenges The SLS rocket has become the subject of political debate. Its budget has been exceeded by $6 billion, and its implementation has been delayed for more than five years. Former NASA administrator Michael Griffin, during a congressional hearing, called the Artemis program overly complex, incredibly expensive, and compromising crew safety. The first SLS launch of the Artemis I mission in 2022, despite being considered a success, has raised new concerns. The Orion spacecraft has sustained damage that casts doubt on whether astronauts can be safely sent to the Moon in the future. Infrastructure poses additional challenges. The cost of one of the launch towers for future missions has risen to $1.8 billion, and the configuration of Block 1B, which Boeing is developing, is significantly behind schedule. Comparison with alternatives In addition, the SLS is a one-time rocket, which means that new stages should be built for each next mission, making it extremely expensive to operate. This is in dramatic contrast to SpaceX’s fully reusable Starship system, which NASA plans to use for Artemis III, the first manned mission to the surface of the Moon. If NASA decides to cancel SLS, alternatives may have to be sought. Berger suggests that this could be launching the Orion spacecraft using SpaceX’s Falcon Heavy rockets or ULA’s Centaur V. Uncertain future No decisions have been made yet, and, according to Berger, new approaches to the implementation of the lunar program may only emerge with the new US administration. However, financial pressures and the success of competitors like SpaceX are forcing NASA to reprioritize. We previously reported on how Artemis was jeopardized by NASA’s astronomical spending. Provided by futurism.com NASA is partnering with GE Aerospace's Boeing 747 Test Bed aircraft in a series of test flights to better understand contrails development. Photo Credit: GE Aerospace Len Varley Note: See photos in the original article. GE Aerospace and NASA are collaborating on groundbreaking flight tests to enhance our knowledge of contrails using innovative methods and equipment. The research comes at a crucial time as the aviation industry faces increasing pressure to address both carbon and non-carbon environmental impacts. When aircraft fly through cold, humid conditions, they can create contrail clouds composed of ice particles. These lasting contrails are believed to contribute to global warming, with some studies suggesting their climate impact could be as significant as aircraft CO2 emissions. The upcoming tests will help researchers better understand contrail formation and develop technologies to reduce non-carbon emissions. CODEX Flights from Virginia Starting November 18, the Contrail Optical Depth Experiment (CODEX) will take place in Virginia. A NASA Langley Research Center G-III aircraft will track GE Aerospace’s Flying Test Bed. The shadowing aircraft will use Light Detection and Ranging (LiDAR) to create detailed 3D images of contrails. This advanced imaging will reveal crucial information about contrail development and behavior patterns. This will enable scientists to better understand their formation and lifecycle in various atmospheric conditions. The project marks an expansion of GE Aerospace’s 747 Flying Test Bed capabilities, preparing for future tests of new commercial engine technologies. These include Open Fan and advanced combustion systems being developed through CFM International’s Revolutionary Innovation for Sustainable Engines (RISE) program. Towards Better Contrail Management “By partnering with NASA again, we’re leading the charge toward more sustainable aviation,” says Arjan Hegeman, GE Aerospace’s general manager of future flight technology. “Using cutting-edge detection technology to study contrail behavior is crucial for innovation. These tests will provide valuable insights for developing next-generation aircraft engines that significantly improve efficiency and reduce emissions.” The GE Aerospace-NASA partnership spans over 50 years of driving aviation innovation forward, with numerous breakthrough technologies emerging from their collaborative efforts. Dr. Rich Wahls, NASA’s Sustainable Flight National Partnership manager, adds further comment. “We’re advancing contrail science to make informed decisions about contrail management that balance climate impact and economic factors. Working with GE Aerospace on this pioneering flight experiment is extremely exciting.” At the July Farnborough International Airshow, aviation industry leaders requested increased government research into non-CO2 effects. This included contrails, nitrogen oxides, sulfur, aerosols, and soot. This call for action highlights the growing recognition of aviation’s complex environmental footprint. Weather Forecasting Collaboration NASA is working with the German Aerospace Center (DLR) and SATAVIA to predict optimal conditions for contrail research. DLR will forecast contrail formation zones and their development to guide aircraft effectively. The collected data will help validate and improve contrail prediction models. SATAVIA, recently acquired by GE Aerospace’s Aerospace Carbon Solutions, will use the test results to enhance its contrail forecasting service. This service predicts the formation in ice super saturated regions (ISSR). This technology could eventually help airlines plan routes that minimize contrail formation. Advancing Engine Technology The CFM RISE program, launched in 2021, has completed over 250 tests, making it one of aviation’s most comprehensive technology initiatives. The program develops innovative technologies like Open Fan, compact core, and hybrid electric systems compatible with 100% Sustainable Aviation Fuel (SAF). RISE aims to improve fuel efficiency by over 20% while reducing CO2 emissions by 20% compared to current commercial engines. The program also focuses on meeting strict non-CO2 and noise emission standards. The Science Behind Falcon 9's Landing Technology Precision Engineering for Reusable Rockets Note: This article is extensive with multiple video-graphics. Please link to the original article to get the full measure of detail. SpaceX's Falcon 9 rocket has revolutionized space exploration NTSB Blames Boeing 747 Engine Fire on Shoddy Maintenance Work The agency published its final report on a January engine fire incident. A Boeing 747-8 freighter aircraft Photo: AirlineGeeks | Katie Zera) October 21, 2024 12:13 pm ET By Ryan Ewing The National Transportation Safety Board said an improperly installed borescope plug led to a January engine fire on an Atlas Air Boeing 747. Maintenance on the aircraft was performed just four days before the incident. On Jan. 18, Atlas Air flight 3885 was flying between Miami and San Juan, Puerto Rico, when the crew received a fire indication in the Boeing 747-8F’s No. 2 engine at approximately 3,000 feet. An emergency was declared and the aircraft returned to Miami with no injuries reported. No signs of an uncontained engine failure were found, the NTSB’s final report noted, though minor burn damage was reported on the GEnx engine’s thrust reverser fan duct. The aircraft returned to service nine days later on Jan. 27. According to the agency’s report, a third-party maintenance contractor was tasked with performing a borescope inspection on the No. 2 engine, requiring the removal of a plug. Both the mechanic and inspector certified that the inspection had been completed in line with maintenance manual standards. The removed plug was found loose in the engine cowling, which resulted in the fire. Airman brings fuel sampling innovation to Eglin, possibly AF Photo By Samuel King Jr. | Tech. Sgt. Collin Stratton, 96th Logistics Readiness Squadron, holds his new... read more EGLIN AIR FORCE BASE, FLORIDA, UNITED STATES 11.14.2024 Story by Samuel King Jr. 96th Test Wing EGLIN AIR FORCE BASE, Fla. – With a few of snaps, turns and clicks, a new fuels innovation is sealed in place to an Air Force R-11 fuel truck. After that five-second attachment, it is ready to gather a required fuel sample for evaluation to ensure aircraft fuel is free of water or any other contamination. This innovation, known as the single-point nozzle adapter, or SN, removes two-thirds of the time and steps required to take a fuel sample from multiple fuel sources, such as trucks and mobile stations. It also removes almost any chance of direct exposure, from spillage or spray to the hazardous chemicals that make up the fuel. Only two of the SN prototypes exist, but thanks to the 96th Test Wing’s iSpark, Eglin will become the third base to have, not just one, but three of the $2,700 adapters. This SN innovation is the idea of Tech. Sgt. Collin Stratton, a fuels support NCO-in-charge with the 96th Logistics Readiness Squadron. Stratton brainstormed the idea in March 2022 while working in the Kadena Air Base, Japan fuels lab, where fuel samples are quality tested each day. “I just kept thinking, there’s got to be a faster or easier way to take these samples,” said the 28-year-old Arizona native. “I tried to put something together from extra equipment that might allow me to pull a fuel sample from a truck without taking the hose apart and I realized that piece did not exist.” After a visit to the Kadena AB innovation shop, the base metals shop helped him draft up specifications for a possible new piece of equipment that would connect directly to the fuel source and the hose that distributes the fuel. He took those specifications to the fuel hose manufacturer, Cla-Val’s product development team and explained the need for this new tool. Cla-Val created a prototype while Stratton and his flight pushed for Air Force Petroleum Agency approvals to test the adapter on the fuel equipment. When the prototype arrived, it was essentially a modified fuel nozzle, adapter and fuel sampler combined. Stratton’s Kadena unit began testing in the summer of 2023. Stratton’s idea and prototype worked right away removing more than 20 steps from the fuel sampling process checklist. This, in turn eliminated the time, tools and tedium of disassembling part of the fuel hose to open a thumbnail-sized valve and reassemble it once sampling was complete. “Once we put it together, we realized it was the perfect piece of equipment to remove all those steps we were doing,” said Stratton, who added he was inspired to improve fuel processes because Petroleum, Oil and Lubricants is the reason why the aircraft fly. “We can now pull a fuel sample from any equipment using a single-point nozzle to distribute aviation fuel worldwide.” While waiting for his prototype to arrive, Stratton deployed to Southwest Asia and discovered the same sampling issues in the deployed environment where agile combat employment is critical. He took his adapter idea to the POL unit there and soon a second SN adapter prototype arrived at his deployed location. It was during the deployment, he discovered how valuable the SN adapter could be to POL Airmen working in joint and coalition environments. Stratton’s SN adapter allows POL Airmen to pull a fuel sample from other services and country’s distributors and test it to ensure their fuel is safe for Air Force aircraft. That capability did not exist in an AFPA-approved form before the SN adapter. “The jet fuel we use in Air Force aircraft has very specific standards and properties it must meet. If we don’t have the capability to sample other organization’s fuel, we could be issuing fuel that doesn’t meet those standards,” said Stratton, who added that without those fuel checks, water and contaminants can cause serious damage to an aircraft engine. Stratton once again brought his SN adapter idea to his new flight at Eglin in 2024 and was quickly connected with the 96th Test Wing and AFWERX’s innovation incubator. “Seeing the SN adapter in action really opened our eyes to how we can find, even in the smallest areas, ways to reduce our lengthy processes,” said Senior Master Sgt. Thomas Montgomery, POL superintendent. “These adjustments to our daily battle rhythm makes for a more agile and capable Airman that can execute operations downrange.” Eglin’s innovation office pushed Stratton’s idea forward to the base’s iSpark Cell, who approved it late last month, and larger Air Force innovation projects. Those projects, like the Aether Sprint and AFWERX refinery, helped him scale up the SN adapter pitch to reach higher-level Air Force to possibly grant enough funding to provide adapters to all base POL units. Generally, Airmen entering the Air Force’s innovation competitions have an idea and need funding to develop, create a prototype and test their idea. Stratton said he believes he has an advantage on the competition because, in his case, he basically reverse-engineered the innovation process. His SN adapter idea is already created, tested and approved for Air Force use. Stratton just needs funding to be able to provide it to his fellow POL Airmen. The technical sergeant said he knew he would never financially benefit from his idea and that was never his intention. His goal from the beginning was improving the tedious and sometimes dangerous fuel sampling process. Approximately four in 10 times a fuel sample is taken, jet fuel leaks or sprays on the individual taking the sample. “I know the adapter works. It’s easier and safer to use and saves time,” said Stratton, a POL Airman for 10 years with three deployments. “Now that the product exists, we just have to get it into the hands of those POL Airmen, who will benefit from it.” Stratton is currently in the second round of the Aether Sprint competition and will find out if he advances sometime this month. Experimental safety record at all-time best By General Aviation News Staff · November 14, 2024 See Graphic here. EAA AVIATION CENTER, OSHKOSH, Wisconsin — Experimental category aircraft fatal accidents dropped to historic lows over the 12-month period ending in September 2024, with the Experimental Aircraft Association reporting that safety programs are contributing to the decrease to levels beneath the FAA’s yearly not-to-exceed goal. For the federal fiscal year ending Sept. 30, 2024, the FAA reported there were 37 fatal accidents in experimental category aircraft over the preceding 12 months, including 29 in amateur-built aircraft, EAA officials reported. During that same period, the FAA also maintained a continually lower not-to-exceed goal each year, with the total fatal accidents well below the most recent goal of 46 for the period ending in September 2024. That compares to 61 total accidents — 40 in amateur-built aircraft — during a similar 12-month period a decade ago, EAA officials noted. “FAA officials have taken notice of these improved safety figures,” said Sean Elliott, EAA’s vice president of advocacy and safety. “Agency officials have remarked to us how EAA’s programs have helped build the safety culture that leads to these positive numbers. It a positive foundation, also reflected in overall general aviation safety, on which the entire flying community can build even further progress.” The annual FAA flight activity survey shows that flying hours increased, even as the number of fatal accidents decreased significantly. As a reference point, the homebuilt fatal accident total has been cut by nearly 30 over the past decade, from 527 in the period from 2005-2014 to 329 from 2015-2024. EAA has worked closely with the FAA to reduce fatal accidents through participation in the FAA General Aviation Joint Safety Committee. Efforts have also included thousands of copies of the EAA Flight Test Manual, now with its new second edition released this fall, in the hands of amateur-built aircraft owners; the increasing use of an additional safety pilot during initial flight testing in amateur-built aircraft; and a Non-Builder Owners’ Guide for subsequent owners of amateur-built aircraft. Other EAA safety initiatives ranging from regular safety webinars have also put the spotlight on safety for experimental category aircraft, EAA officials said. Is sustainable aviation fuel the key to decarbonizing aviation? Since 1903, when the Wright brothers launched their brief but historic first flight, air travel has revolutionized the way we connect across vast distances. Today, way over 100,000 flights carry passengers and freight around the world every single day — yet air travel comes at a significant cost to the planet, with the aviation sector responsible for up to 3% of global CO2 emissions. This impact has sparked a movement toward avoiding air travel, especially in Scandinavia, where the concept of "flygskam" or "flight shame" has taken hold. This sentiment is particularly strong among younger generations, with older generations less inclined to change their established habits.i Switching short-haul flights for train journeys is part of the solution, but it won’t get us far enough. A 2021 survey by McKinsey found that while emissions were the top concern of respondents in 11 of the 13 countries it polled, only 36 percent of travelers planned to fly less.ii Given our collective reluctance to turn our backs on air travel, could sustainable aviation fuel (SAF) be the solution we’re searching for? The aviation sector has committed to reaching net zero by 2050, but doing so represents a considerable challenge. Air New Zealand's recent decision to retract its 2030 climate goals highlights the complexities the industry faces. The airline points to delays in the delivery of fuel-efficient aircraft and the higher costs associated with alternative jet fuels as the reasons for its decision. These hurdles are significant, but since the world isn’t going to stop flying, they have to be overcome. Despite its higher cost, SAF offers one of the most promising pathways to achieving rapid decarbonization in aviation. A renewable alternative to conventional kerosene fuel, it delivers over 80% lower carbon emissions over its lifecycle and is compatible with existing aircraft engines and airport infrastructure. While the benefits are clear, there are concerns about greenwashing. Critics correctly argue that its current impact is minimal. This is largely due to the fact that SAF production is in its early stages, resulting in limited availability and a cost three to four times higher than conventional kerosene. Although there is a long way to go before SAF makes a substantial impact, progress is underway. Upcoming legislative changes are accelerating this progress, taking the SAF market in Europe from voluntary to mandatory. The new rules will require SAF to be blended with conventional kerosene in increasing volumes from 2025 onward, reaching 70% by 2050. Some airlines are planning to move more quickly: Ryanair, for example, is targeting 12.5% by 2030 — more than double the 2030 mandatory level of 6%. The future of sustainable air travel The EU’s targets are ambitious, but we’ve already taken essential steps to ensure we’ll be ready to fulfill the 2025 blending mandate of 2% in our core markets of Austria, Germany, and Romania. We began laying the groundwork in 2022, when we started producing SAF from used cooking oil. Partnering with other early movers like Austrian Airlines (Lufthansa Group), Ryanair, Air France-KLM, and Wizz Air, we introduced it into the supply chain and ensured a ready supply at Schwechat airport. Since then, we’ve been gearing up for the next wave, signing Memorandums of Understanding with numerous airline partners across Europe to supply substantial volumes of SAF until at least 2030. In addition, we’ve created SAF Business Solutions, an innovative program that allows companies to reduce their scope 3 emissions from air travel and freight using certificates. Unlike traditional offsetting programs that depend on carbon credits and external projects, SAF Business Solutions ensures that companies make a direct and measurable difference in the aviation industry's carbon footprint. As the blending mandates increase over time, production capacity will need to be expanded to stay ahead of demand. We’re scaling up our infrastructure to meet these requirements, with a strong pipeline of projects in place. Our recently announced large-scale plant at our Petrobrazi refinery in Romania will have a production capacity of 250 metric kilotons per year of combined SAF and renewable diesel by 2028, positioning us as the first major producer of sustainable fuels in Southeast Europe. SAF is not a silver bullet. Decarbonizing aviation will require a multifaceted approach: Governments need to create the right decarbonization incentives, engine manufacturers need to increase the efficiency of engines, and OEMs need to produce the most fuel-efficient models possible. Nevertheless, SAF must play a pivotal role in our approach, as it offers a proven path to reducing emissions swiftly and effectively. i YouGov (2020), ‘Nachhaltiges Reisen: Wie umweltbewusst sind deutsche Urlauber?” accessed at https://yougov.de/travel/articles/28108-nachhaltiges-reisen-wie-umweltbewusst-sind-die-deu on 26 August 2024. ii McKinsey & Company (April 2022), “Opportunities for industry leaders as new travelers take to the skies” accessed at https://www.mckinsey.com/industries/travel-logistics-and-infrastructure/our-insights/opportunities-for-industry-leaders-as-new-travelers-take-to-the-skies#/ on 8 July 2024. U.S. Navy’s Fleet Readiness Center East Inducts First CMV-22B Osprey for Planned Maintenance Published on: November 14, 2024 at 2:03 PMFollow Us On Google News Parth Satam The first U.S. Navy CMV-22B inducted for maintenance at the Fleet Readiness Center East’s Hangar 1 on Sep. 5, 2024. (Image credit: Fleet Readiness Center East/Joseph Andes) With the start of the first Planned Maintenance Interval 1 service to the CMV-22B aircraft, the depot now services all three variants of the V-22 platform, which also include the Marine Corps MV-22B and the Air Force CV-22. The FRCE (Fleet Readiness Center East) at MCAS (Marine Corps Air Station) Cherry Point, North Carolina, announced the start of the planned maintenance of its first U.S. Navy CMV-22B. Although the depot received the tiltrotor on Aug. 21, 2024, the news was only released on Nov. 12. The facility now maintains all three variants of the Ospreys, including the U.S. Marine Corps’ MV-22B and the U.S. Air Force’s CV-22B. The CMV-22B is the newest Osprey variant, entering service in Jun. 2020 on the West Coast and Apr. 2024 on the East Coast, and is specifically modified for the Navy’s needs. The Marine Corps MV-22B Osprey has been flying since 2007 after it acquired the initial operational capability, while the Air Force CV-22 variant has been in operational use since 2009. The current PMI 1 (Planned Maintenance Interval 1) marks the FRCE taking on the “responsibility for the Navy’s East Coast-based CMV-22B fleet.” Along with the detachments at MCAS New River, North Carolina, and at the Air Force’s Hurlburt Field, Florida, the FRCE has so far only serviced the MV-22B and the CV-22 variants. It is interesting to note that the aircraft shown in the photo has the registration #169437, which identifies it as the first operational CMV-22B Osprey delivered to the U.S. Navy on June 22, 2020. This “CODsprey” (as some nicknamed the new aircraft) is assigned to Fleet Logistics Multi-Mission Squadron 30 (VRM-30) “Titans” at Naval Air Station North Island. The Navy’s CMV-22B Osprey While the USMC and the U.S. Air Force’s AFSOC (Air Force Special Operations Command) use their Ospreys for largely the same roles of transporting troops to combat zones, the Navy employs the CMV-22B for medium-lift aerial logistics, including the COD (Carrier Onboard Delivery) mission. A major difference between the Navy’s CMV-22B and the Marine Corps MV-22B, which largely share the same maintenance requirements, is the presence of the fuel tank extensions to the forward portion of the sponsons on both sides of the fuselage. This modification allows the Navy aircraft to attain the much needed extra-range for COD roles and offers increased mission flexibility over the Navy’s legacy C-2A Greyhound, says the Navy. The first East Coast-assigned Navy tiltrotor vertical/short takeoff and landing (V/STOL) aircraft CMV-22B Osprey lands at Naval Station Norfolk, April 5. The CMV-22B Osprey belongs to Fleet Logistics Multi-Mission Squadron (VRM) 40 the “Mighty Bison.” (Image credit: USN/Mass Communication Specialist Seaman Sylvie Carafiol) The image released on DVIDS shows the CMV-22B in the depot’s Hangar 1. The panels under the engine intakes, the side of the nacelles, the wing’s leading edge and wing to body fairings are removed. The aerial refueling probe is also in a retracted position. Notably, following the Nov. 29, 2023, accident of an Air Force CV-22 off the coast of Japan, which killed eight personnel and triggered a safety stand down of about 400 Osprey aircraft, the Navy had increased the deployment of its remaining C-2A Greyhounds to meet the COD missions. Maintenance work FRCE Commanding Officer Capt. Randy J. Berti said the depot’s staff can handle the new workload with their famous record of quality workmanship. “FRC East’s maintenance of all three variants of the V-22 Osprey, for three different branches of the U.S. Armed Forces really highlights the reputation (of) our artisans, engineers and support staff,” Berti said. FRCE V-22 Branch Head Allen Williamson also said the PMI 1 for the CMV-22B aircraft will closely mirror the PMI 1 evolutions already performed on the MV-22B. The FRCE’s depots at MCAS Cherry Point and MCAS New River have serviced the MV-22B since 2009, while the FRCE detachment at Hurlburt Field, Florida, has serviced the Air Force CV-22 variant. GO NAVY (Ed) Skills shortage continues to challenge aviation - how the industry can respond 20 September 2024 Experienced staff lost during pandemic cuts are proving hard to replace, impacting both profitability and safety in the aviation sector, writes Dele Fajimolu, senior executive, technical underwriting at the Lloyd’s Market Association The Covid-19 pandemic hit the aviation sector hard, with airlines forced to ground passenger fleets around the globe during lockdown and facing reduced passenger numbers when flights resumed once more. Unable to generate passenger revenue, while simultaneously haemorrhaging money, some airlines diversified into cargo business. But across the sector companies were still obliged to furlough or lay off large swathes of employees – from pilots and cabin crew to check-in staff and ground crew. By the time travel restrictions eased and airlines were able to resume operations, many employees who had been made redundant had unsurprisingly found other jobs. In particular, significant numbers of experienced pilots released from their contracts did not return. A 2021 study by Oxford Economics, reported in the Financial Times, showed that following the pandemic, 2.3 million jobs were lost across airlines, airports and civil aerospace groups – around a fifth (21%) of the pre-pandemic employee total. “Following the pandemic, 2.3 million jobs were lost across airlines, airports and civil aerospace groups.” In its third quarter 2023 aviation market review, Marsh Specialty noted that competition around hiring and retaining experienced staff continued to impact the sector at an operational level, with several airlines investing further in training academies and bursaries to address crew shortages. There has been a further drain of experienced employees from the aviation sector, however, as employees have returned to significantly lower salaries – in the case of cabin crew, sometimes 50% lower than pre-pandemic levels – due to carriers’ ongoing uncertainty around revenue projections for the years ahead. Upskilling for a changing industry Airlines continue to invest in training to address these shortages, but they face a further challenge in that training programmes need to be upgraded to keep pace with an evolving aviation industry. With increasing pressure on airlines to meet sustainability requirements, new aircraft technology is being developed incorporating equipment and software upgrades designed to make craft more energy efficient. New and returning pilots, therefore, need upgraded technical expertise to manage potential changes in aircraft controls and performance. Cabin crew also require re-training in accordance with regulatory changes – not only with respect to pandemic-related safeguarding issues, but also around how they attend to passengers in-flight. “With increasing pressure on airlines to meet sustainability requirements, new aircraft technology is being developed” This follows significant pre-pandemic ‘controlled flight into terrain’ events, and recent incidents including the blowout of an emergency exit door and a fatal clear air turbulence event which have highlighted passenger safety concerns. As a consequence, there are likely to be stricter requirements for keeping passengers seated during flights. And an uptick in confrontations between cabin crew and disruptive passengers, including incidences of undue force being used by cabin crew towards passengers, is driving the need for more training in dealing with potential conflicts. Upskilling of cabin crew will also need to incorporate training around potential regulatory variations in the different air corridors carriers operate in. Ground crew concerns Perhaps a greater concern for aviation insurers is the shortage of trained ground crew, which has implications for aircraft maintenance and airside safety issues. The ground crew shortage is affecting airlines’ ability to turn flights around quickly – particularly impacting budget carriers and short-haul flights, which typically have tight turnaround times. However, more importantly, it has also impacted safety standards, with some horrific recent fatalities involving inexperienced ground crew. Recent incidents including a wheel dropping off a craft’s landing gear and a section of engine cowling detaching after take-off have also thrown a spotlight on maintenance standards. “Global supply chain pressures are also impacting the availability of spare parts, compounding repair delays and the return to service of aircraft.” In its 2023 airline claims review, WTW said anecdotal evidence from its claims specialists suggested there has been an increase in minor incidents at busier airports, causing a rise in attritional claims that could be attributable to the loss of experienced ground crew in the pandemic. The increase in minor incidents is also having a knock-on effect for the availability of repair slots with maintenance, repair and overhaul suppliers which, in turn, is impacting the speed with which damaged aircraft can be returned to service. Marsh highlighted in its Q4 2023 aviation market review that global supply chain pressures are also impacting the availability of spare parts, compounding repair delays and the return to service of aircraft. Added to the longer repair times needed for new technology like composite airframe materials, this presents a further growth challenge to the airline sector, adding to the pressure on employers to speed up training of new employees. Growing demand These staffing issues come at a time when passenger numbers are projected to increase – returning to pre-pandemic levels next year and expected to increase dramatically in the next 10 to 15 years, particularly in emerging economies such as India, China and Brazil. Indeed, China is driving much of the expansion in airline business, with domestic manufacturer COMAC having launched a new narrow-body aircraft, the C919, to challenge the ubiquity of the Airbus A320 and the Boeing 737. Meanwhile, the US internal airline market is also showing signs of significant growth, with a 6% year-on-year uplift in passenger traffic as of May this year. With increased demand for experienced staff globally, particularly for pilots, there is likely to be greater movement of trained air and ground crew between countries. In the UK, where insufficient numbers of new staff are being trained up to cope with demand from European networks, let alone wider international traffic, airlines are advertising for retired pilots to return to work, either as flight crew or to assist with training new staff. A closer relationship This necessitates close discussion between insureds – both airports and airlines – and their insurance providers to determine the scope of their business interruption coverage with respect to any potential flight delays and/or cancellations due to pilot shortages. In balancing the increased demand for passenger services and revenue projections against the cost of expanding operations, carriers should also be in ongoing discussions with the insurers about the likely increase in values driven by the additional training costs and increased salaries necessary to attract the required numbers of trained staff – not least, as this will affect valuations for liability coverages. “Carriers should also be in ongoing discussions with the insurers about the likely increase in values driven by the additional training costs and increased salaries necessary to attract the required numbers of trained staff” Companies are also exploring technological solutions to short-staffing, although full automation of aircraft is likely to be restricted in the near-term to short-haul flights using vertical take-off and landing craft. In the commercial airline market, however, experienced pilots and crew will still be needed, and any ground crew operations are likely to remain highly manual for the foreseeable future. In engaging with both airlines and training bodies to sponsor vocational courses, the insurance sector can help the aviation industry recover more quickly and enable growth plans to be realised. F-16 Cockpit Collapsible ACE Ladder Wins Air Force Innovation Competition Published on: November 19, 2024 at 12:26 PM Follow Us On Google News Parth Satam A pilot climbs the standard ladder to the cockpit of an F-16 Fighting Falcon (Image credit: USAF). The insets show the collapsible ladder folded up in the map case, inside the F-16’s cockpit (Image credit: USAF/Airman Synsere Howard); and the Roadmap included in the video pitch as Maj. Nicholas “Trapper” Atkins collapsible ladder qualified as finalist for Spark Tank 2024. F-16 pilot developed a cockpit stowable collapsible ladder to aid Agile Combat Employment operations. At a time when the U.S. Air Force is heavily pressing forward with ACE (Agile Combat Employment) concepts for distributed operations, the absence of a built-in ladder in the F-16 for the pilot to climb in and out of has been wanting. Ladder developed for F-22 too A prototype ‘Cockpit Collapsible ACE Ladder’, that easily fits in the map case inside the cockpit, developed by the 31st Fighter Wing’s F-16 pilot, Maj. Nicholas “Trapper” Atkins at Italy’s Aviano Air Base to address this problem, has emerged as the winner of the Spark Tank 2024, and is now seeking funding. USAFE (U.S. Air Forces in Europe) said the prototype a collapsible ladder can be stored inside an F-16’s “unused map case, allowing commanders the flexibility to dynamically deploy and redeploy the jets to or from austere locations.” The collapsible ladder folded up in the map case, inside the F-16’s cockpit. (Image credit: USAF/Airman Synsere Howard) The built-in boarding ladders extends out of panels under the cockpit on the side of the aircraft. This feature is available on the F-35A Lightning IIs, F-15s and the A-10 Warthogs. Under the DAF’s (Department of the Air Force) 2024, Spark Tank invites innovators from across the service to present ideas to a panel of industry and Air Force leaders. ‘ACE Ladder for Agile Combat Employment’ ACE involves spreading out fighter and bomber operations from larger military facilties to non-regular, austere airfields, or even long roads and highways. This is to avoid concentrating forces at a single point that would invite enemy missile strikes, while threatening adversary targets from multiple locations. The current ladder needs “prepositioning” at the spot the F-16 comes to a stop at an ACE airfield. But the Cockpit Collapsible ACE Ladder can fit inside the map case of the F-16 inside the cockpit. It folds out and drapes or dangles on the left side of the cockpit, with foot holds at equal intervals. It has a support for resting on the F-16’s wing root extensions. The ladder is targeted to be used for the eight overseas F-16 squadrons from Italy to Korea. Using and transporting bulky ladders has both severe financial, logistical and operational security costs. A high end war might have little extra ground transportation, intra-theater airlifts, beside “telegraphing” supply line movements to adversary reconnaissance, Maj. Atkins said in the pitch seeking funding. The legacy boarding ladder used for the F-16. (Image credit: USAF/Airman Synsere Howard) An earlier presentation by Maj. Atkins on Sep. 26, 2023 on DVIDS (Defense Visual Information Distribution Service) showed how the present legacy ladder needs to be “pre-positioned ahead of time” by a single ground personnel. The “bulky, legacy ladders” cost $5,200 a piece, while the Cockpit Collapsible ACE Ladder comes at “half” the price. It costs $6,800 to move a pallet of the legacy on a C-130 medium transport. This makes the ladder a liability in an ACE environment, with space, logistical and infrastructural paucity. With the older ladder, while Atkins could easily get into the cockpit, he had to step out by walking onto the wing extensions and then the wing. While otherwise common, the movements are nevertheless delicate and in extremely high-stress scenarios with high tempo of operations and turnaround rates while avoiding enemy surveillance and standoff anti-base strikes, mistakes and imbalance while deboarding the jet are likely. Screengrab of the video pitch as Maj. Nicholas “Trapper” Atkins collapsible ladder qualified as finalists for Spark Tank 2024. (USAF) Russia or China might both deploy dedicated reconnaissance and standoff fires units for anti-ACE base strikes, trying locate and hit airfields where Allied fighters keep diverting to. The current ladder, who’s angled half rests on the leading wing roots, would also need removing once the pilot enters the cockpit. They also may not be available at an alternate airfield a pilot might be diverted to during operations, as commanders would be keeping assets distributed and not leaving an identifiable pattern of aircraft movements. Cost savings Private sector involvement for the new collapsible ACE ladder puts the price at $86,000 for the prototype and $26,000 for the ladder. But the prototype ladder developed by the 31 FW along with the 9th Training Support Squadron at Luke AFB (Air Force Base) in 2023 costs $300 for parts and $1,500 in labor, making it 65% cheaper than the legacy ladder. “With ACE operations at the forefront of modern power projection, this ladder is crucial to the evolution of the F-16V Viper,” the narration in the video for the Spark Tank pitch said. Atkins went on to seek “subject matter experts” to help the team cut through the “red tape.” Atkins has already arranged an indefinite delivery/indefinite quantity contract with manufacturing firm Bunker Supply, to design a new version of the ladder with input from the Air Force’s F-16 System Program Office. What the F-16 Ladder Roadmap needs is $548,000 funding for interim prototype testing and refinement (for a scalable design), that will be “online purchase page ready for acquisition across the Air Force.” The simple logistical solution enables “resilient basing requirements” and ensures “enhanced readiness” for the F-16s, said Maj. Atkins in his pitch on DVIDS on Feb. 10, 2024 as one of the finalists on Spark Tank 2024. The ladder would be useful for over 936 U.S. Air Force F-16s, and for F-16s operated by Allied partner nations. The unit anticipates 18 ladders per squadron, starting with 36 ladders for the 31 FW, expanding to the US Air Forces in Europe – Air Forces in Africa (USAFE) 52 FW’s F-16s, following with the five squadrons of F-16s under PACAF (Pacific Air Forces). Ladder developed for F-22 too The JBER (Joint Base Elmendorf-Richardson) in Alaska in October 2021, too publicized having developed a “telescopic” ladder for the F-22 Raptor in support of ACE missions. Saying how the “lack of an integrated ladder on board the F-22 Raptor has been a limiting factor for the ACE mission,” the ‘Onboard Stow Ladder’ addressed this problem. The crew demonstrated the current and the newly developed ladder on a life-size mock-up of the F-22’s front section. The present options include the official boarding ladder, which relies on an advanced maintenance package to support. The collapsible telescopic ladder being demonstrated at Joint Base Elmendorf-Richardson in Alaska. (Image credit: USAF/Capt. Aaron Moshier) The second is the Alpine Ladder, that can be carried in the pilots’ pocket, which only enables exit from the aircraft, with re-entry remaining challenging. The last one was the Collapsible Ladder, an off-the-shelf solution that stores easily in support packages. But it cannot travel inside the aircraft. The problem was first identified during deployed exercises where cargo movements left pilots without a method to disembark the aircraft. The collapsible telescopic ladder however has its top ends made of belts and the rest being cylindrical rods fitting one inside the other. The video released by JBER showed Tech. Sgt. Justin Crawford displaying the ladder’s operation, which is also stowable inside the Raptor’s onboard case. Curt Lewis