March 05, 2025 - No. 10 In This Issue : Boeing Ends 787 Repair Factory, Allocates Mechanics to 777X Production : Defense Industry: Want Surge Capacity? Pay For It. : GTF Advantage engine achieves FAA type certification : U.S. Air Force to explore Xona Space’s commercial alternative to GPS : Piper Issues Letter Citing Non-Approval Of STC’d Fuel : MNL GE AerGE Aerospace deploys AI-enabled inspection tool for commercial aircraftspace deploys AI-enabled inspection tool for commercial aircraft : GE Aerospace’s 3D printed Catalyst Turboprop engine achieves FAA Certification : Pratt & Whitney’s GTF Advantage engine gains FAA certification : 800 hp in a circle box! Perfect, Dark Matter engine unveiled to the world : GE Aero Maxes Supercomputing Work : Russia to resume production of engines for the An-2 Boeing Ends 787 Repair Factory, Allocates Mechanics to 777X Production Boeing has completed rework on the final 787 Dreamliner with fuselage-gap issues, marking the end of a costly problem that began in 2020. By Bhavya Velani March 1, 20254 Mins Read Note: See photos in the original article. SEATTLE- Boeing has completed rework on the final 787 Dreamliner that required repairs for small fuselage gaps, Boeing Commercial Airplanes CEO Stephanie Pope announced this week. Mechanics in Everett finished the last of 122 Dreamliners that had been stored long-term while awaiting these repairs. Boeing Ends 787 Repair Factory The completion ends a costly five-year process that diverted hundreds of mechanics from regular production tasks to fix paper-thin gaps at fuselage joins. While these gaps posed no risk to structural integrity, they failed to meet manufacturing specifications, preventing deliveries to airline customers, Seattle Times reported. The labor-intensive repairs required careful disassembly and reassembly of each aircraft. Boeing still has approximately 55 737 MAX jets in storage undergoing similar rework as of late January. Boeing has described these repair operations as “shadow factories” because they pull workers away from main assembly plants. Chief Financial Officer Brian West stated last month that completing both the 787 and MAX rework projects this year would immediately improve the company’s profit margins. Mechanics Transition to 777X Boeing Commercial Airplanes CEO Stephanie Pope announced Friday on LinkedIn that mechanics who completed the 787 Dreamliner rework will transition to new assignments, with many supporting the 777/777X program. “This is what we mean when we said we would shut down the ‘shadow factories’ and turn our full attention to building all-new airplanes,” Pope stated. Despite this milestone, Boeing continues to face production challenges elsewhere. A growing inventory of newly built 787s sits unfinished in North Charleston, South Carolina due to parts shortages. The primary delays stem from uncertified business class seats and heat exchangers for the environmental control system, the latter affected by supply disruptions from the Ukraine war. Boeing CEO Kelly Ortberg recently acknowledged “good progress” on securing alternative heat exchanger supplies at an industrial conference this month, but noted that “seats continue to be a problem.” The Everett mechanics freed from 787 rework may soon tackle approximately 30 previously built 777X aircraft that have been parked at Paine Field for extended periods, some for as long as six years. These aircraft were manufactured ahead of flight testing completion, which has taken longer than anticipated and remains ongoing. The parked 777X jets cannot enter service until the new plane receives certification. At that point, all stored aircraft will require removal from storage, relubrication, and system updates before delivery. Abnormal Costs Boeing has completed rework on the final 787 Dreamliner with fuselage-gap issues, marking the end of a costly problem that began in 2020. The last repaired aircraft was a 787-10 model built in South Carolina in December 2020, which previously served as a test aircraft in Boeing’s ecoDemonstrator Explorer program conducting fuel efficiency trials on flights to Tokyo, Singapore, and Bangkok. The fuselage-gap issue initially halted 787 deliveries in fall 2020, with only brief resumptions until August 2022. Between November 2020 and August 2022, Boeing delivered just 14 Dreamliners. The company estimated the total “abnormal costs” of this manufacturing defect at approximately $6.3 billion by 2023. Boeing had reduced the backlog to 25 aircraft requiring fuselage-gap repairs by the end of last year before completing the final jet this week. The last repaired 787-10 will now be repainted for delivery to TAAG Angola Airlines, according to aircraft data sites. Despite the completed repairs, deliveries of these aircraft will proceed gradually. Many jets will now go to different airlines than originally intended, requiring repainting and interior modifications that may face additional delays due to ongoing parts shortages. Boeing Commercial Airplanes CEO Stephanie Pope stated Friday on LinkedIn that the company will work with airlines to deliver the remaining reworked Dreamliners “over the course of this year and next.” Defense Industry: Want Surge Capacity? Pay For It. Feb. 28, 2025 | By John A. Tirpak If the Pentagon wants the U.S. defense industrial base to be able to surge production of munitions and more, those details should be included in requirements and contracts and paid for, industry leaders told lawmakers this week. They also urged the Defense Department to take some “thoughtful risk” in contracting in order to get equipment to the field faster and pressed Congress to avoid continuing resolutions and other funding delays that hurt new and small businesses. Surge capacity is important but “we also don’t ask for it in our contracting,” National Defense Industrial Association president and CEO David L. Norquist told the Housed Armed Services Committee in a Feb. 26 hearing about the defense industrial base. “Typically, if you have two bidders, and one builds excess capacity, they will bid a higher price and lose,” he pointed out. Surge has to be “part of the requirement,” he said. In the years since the Cold War, Pentagon contracting has focused almost exclusively on efficiency rather than capacity, Norquist and other witnesses said. “So if you want somebody to have a capacity to surge, then they need to have it priced into the contract or treated as an allowable cost,” Norquist said. If surge capacity is penalized “because it has a higher price than the one without, you’re going to get what you asked for in the contract. So you have to say, ‘I value surge capacity,’” Norquist said. He added that the Pentagon needs to lose its efficiency-at-all-costs mindset in order to have surge capability. “All of these [defense production] facilities are drawing from long supply chains,” he said. “You … want to move away from ‘just in time’ inventory. You want to pay people to be able to store large parts.” This has the advantage of accelerating the production line because there are enough parts to accommodate lengthened work shifts, he said. And if there is a conflict, there is a back inventory to keep production lines moving while supply chains adjust. “So from a national security point of view, asking for a move away from ‘just in time’ inventory is a national strategic interest of the U.S. government,” Norquist said. He cautioned, though, that this approach should be focused. “You want to be careful when you do that,” he said. “You only want to do that in the things you’re trying to allow, because it is an extra cost for the system. … You can’t have everything. You need to figure out which are the systems, which are the items that, when the war starts, or before the war starts, you will need to surge,” and create contract rules tailored for those items. Eric Fanning, head of the Aerospace Industries Association, said the Pentagon should accept more risk if it wants to accelerate production, either in peacetime or wartime. “I think we’re at a time where we need to add some thoughtful risk back into the system in order to get speed, and there are ways to do that,” he said. “It requires careful oversight to make sure that the risk was well placed. But I think that’s a larger cultural issue of taking risk to move faster. And I don’t think that’s what we reward in the system.” He said Congress provides plenty of authorities to go faster in contracting, But these contract vehicles aren’t widely used by the government workforce, “because we don’t incentivize the federal workforce to use that. We incentivize them to find the problems, not necessarily get us past the problems.’ Different training could incentivize more thoughtful risk-taking, Fanning said. Fanning also urged Congress to avoid continuing resolutions, as the delays in new starts and especially in funding new entrants or small businesses discourages companies from doing business with the Pentagon. “Certainly we’ve lived with CRs for many years, although we’re much further into the fiscal year now than we typically are with a CR, and it’s happening at a time when I think the supply chain, at least for our companies and our supply chain members, [is] stretched thin and as fragile as we’ve seen in a very long time,” he said. Many of the supply chain issues are related to inflation, Fanning added, and he warned that in aerospace, the effects are still ongoing. “There’s a lag for inflation in the industrial base,” he said, “And I would argue that the Pentagon still hasn’t seen the full impacts of inflation.” Companies in the supply chain are “really stretched [with] cash flow problems. … And when there’s a CR and payments are cut off or are delayed, it creates that extra stress and burden for the companies inside the supply chain that may have already lined up their workforce, their materials, their parts, and are under obligation to those contracts, but aren’t seeing work start on something new or continue on something they’re working on,” he said. Norquist concurred, adding, “I just want people to understand, if you’re a small business in these supply chains, it becomes very unappealing to stay in this world and work and for the Defense Department. And you decide instead just to go to the commercial work area. So this is something that we’re creating with these CRs, and we’ve got to stop it.” Witnesses repeated their pleas from a similar hearing last year that the Pentagon and Congress clarify “the demand signal,” so that contractors can make informed decisions about how much material and labor to lay in ahead of a contract, so that there is a common understanding of whether surge capacity is wanted and will be compensated. If that demand is not clear, companies have little incentive to hold on to workforce on the hope that the work will eventually return. The Pentagon, Fanning said, is often the “single customer” for some businesses, “so when that customer’s demand signal ebbs and flows and the workforce goes away, they go away, and it’s very hard to get them back” for a surge. GTF Advantage engine achieves FAA type certification By Web Team 27th February 2025 The Pratt & Whitney GTF Advantage engine powering the Airbus A320neo aircraft. Photo Credit: Airbus Pratt & Whitney, an RTX business, has announced that the GTF Advantage engine has achieved the U.S. Federal Aviation Administration type certification for the Airbus A320neo family. The Advantage is the latest engine from the GTF family to be certified. “GTF engines already offer the lowest fuel consumption and CO2 emissions for single-aisle aircraft,” said Rick Deurloo, president of commercial engines at Pratt & Whitney. “The GTF Advantage engine extends that lead and enhances aircraft capability, providing more thrust and even more value to operators of A320neo family aircraft, especially on longer-range aircraft like the A321XLR, all with a more durable configuration. With this certification and engine deliveries on track for later this year, it’s fitting we mark these milestones in 2025, as Pratt & Whitney celebrates a century of powering the future.” The GTF Advantage will deliver 4-8% more takeoff thrust, enabling higher payload and longer range. It offers better fuel efficiency with lower carbon emissions. The GTF Advantage includes fully redesigned life-limited parts and technology enhancements throughout the gas path. It is more durable, with increased airflow in the core to lower operating temperatures and a hot section to increase time on wing. In the high-pressure turbine (HPT), the enhancements include an advanced airfoil design with improved coatings. The HPT and combustor also feature optimized cooling hole size, shape and location, with improved hole drilling techniques to reduce oxidation. The GTF Advantage test program incorporated endurance testing to advance product maturity at entry into service. The GTF Advantage accomplished more than twice the amount of testing compared to the current GTF engine. It also benefits from over 100,000 hours of engine and rig testing across all GTF programs, along with 38 million flight hours of in-service operation. To date, more than 2,200 GTF-powered aircraft have been delivered to over 80 customers worldwide. U.S. Air Force to explore Xona Space’s commercial alternative to GPS by Sandra Erwin February 25, 2025 WASHINGTON — California-based startup Xona Space Systems has been awarded a $4.6 million contract from the Air Force Research Laboratory (AFRL) to demonstrate how its satellite-based positioning, navigation, and timing (PNT) service could support military operations, the company announced Feb. 25. Xona is developing a commercial PNT service through a constellation of low-Earth orbit (LEO) satellites, named Pulsar, which aims to serve as both a complement and a backup to the Global Positioning System (GPS). The U.S. military is particularly interested in testing Pulsar’s capabilities for uncrewed aircraft operations and autonomous vehicles, areas where precise navigation is crucial. The company last year raised $19 million in venture funding and is pursuing defense contracts amid growing military interest in diversifying PNT sources to mitigate risks posed by GPS disruptions. “Through this contract, Xona will demonstrate key performance aspects of its Pulsar high-performance satellite navigation service on multiple commercial user devices and in a variety of scenarios, including where GPS and other Global Navigation Satellite Signals (GNSS) may be challenged or denied,” the company said in a statement. To execute the contract, Xona has partnered with several suppliers of PNT user equipment, including QinetiQ, StarNav, and Locus Lock, which will provide Pulsar-enabled devices for testing. The AFRL-funded demonstrations will initially take place in simulated environments before transitioning to live trials following the launch of Xona’s first Pulsar satellite. That satellite is slated for deployment in June 2025 aboard SpaceX’s Transporter-14 rideshare mission, which will carry multiple small satellites into orbit. “We’ll be able to provide intermittent capability with the first satellite already,” Xona co-founder and CEO Brian Manning told SpaceNews. “We’re planning to ramp up launches in late 2026 to have the first stage of operational service in early 2027.” Xona plans to deploy a constellation of 258 satellites. Manning explained that the AFRL contract is “enabling us to demonstrate not only the advanced capabilities these receivers can achieve with the Pulsar service, but also the utility of combining mass produced hardware with a securely controlled PNT service to support anything from small drones to large DoD systems.” The Pentagon has been exploring backup PNT capabilities as GPS jammers become more sophisticated and widely available. Piper Issues Letter Citing Non-Approval Of STC’d Fuel Manufacturer singled out GAMI G100UL as an example of an unapproved fuel. Mark Phelps Updated Feb 26, 2025 4:28 AM EST Note: See the full letter in the original article. Piper Aircraft issued a “Customer Communication” this afternoon (Feb. 25) informing Piper operators it does not approve using any fuels that have received FAA Supplemental Type Certificates (STCs) in its aircraft. The letter (copied in full below) said, in part, “At this time, without additional information regarding fuels that have undergone the STC approval process, such as GAMI G100UL, Piper cannot approve the use of these fuels in any Piper airplane. Piper has not evaluated any STC fuels, including GAMI G100UL, for use in any Piper airplane model. Piper does not have sufficient information to evaluate the chemical properties of the fuel and how it may interact with materials throughout the fuel system, including but not limited to: the airframe surfaces and structures, fuel tanks (materials, sealants, bladders, gaskets, etc.), fuel quantity gauging components, fuel lines, and other fuel system components (pumps, valves, sensors, etc.).” Piper cited its more than 75,000 aircraft in service that could “theoretically” be eligible to use fuels with STCs. However, the manufacturer wrote, “Over the many decades that Piper has been manufacturing aircraft there have been a myriad of different fuel system configurations, components, and materials used in production. Piper will not approve the use of any STC fuel unless it can ensure the safety of flight and life of the pilots, passengers, and the general public.” GE Aerospace deploys AI-enabled inspection tool for commercial aircraft Feb. 17, 2025 The AI-enabled tool is being received by more than a dozen GE Aerospace MRO facilities and customers who also service the CFM LEAP engine. CINCINNATI- GE Aerospace in Cincinnati has started deploying a new artificial intelligence- (AI)-)-enabled tool to improve inspection accuracy and consistency for key components of narrowbody aircraft engines. GE says that this technology will help return engines to service sooner. Trained technicians use the AI-enabled blade inspection tool to take images of turbine blades, which produce much of the engine’s thrust. The AI then guides technicians in selecting which images to review, providing more consistency to spot issues sooner and cutting inspection times in half. "Innovation is at the core of our work and remains key in keeping engines operating safely and reliably," said Nicole Jenkins, GE Aerospace’s Chief Maintenance Repair and Overhaul Engineer. "More consistent and accurate inspections will help keep these blades healthy and the engine reliable." The AI-enabled tool is being received by over a dozen GE Aerospace MRO facilities and customers who also service the CFM LEAP engine. The same tool has been used on the GEnx widebody aircraft engine for around three years. It has cut blade inspection times in half while improving inspection accuracy compared to standard borescope Related: GE and Waygate ink development agreement to advance inspection solutions for commercial aviation engines Added Jenkins: "AI, used the right way, is proving to be a powerful tool in our work." The deployment of the AI-enabled tool is part of GE Aerospace’s ongoing efforts to support customers while maintaining its focus on aviation safety. The company announced in 2024 that it is investing more than $1 billion in its MRO shops during the next five years. For more than a decade, GE Aerospace has been integrating AI across its operations and is one of the top AI patent holders in the aviation industry. Today, its employees use AI to aid work – from engine monitoring and part inspections to delivering insights that enable predictive maintenance measures. Company AI-use guidelines emphasize the importance of human oversight, data integrity and transparency to ensure AI is used appropriately. GE Aerospace’s 3D printed Catalyst Turboprop engine achieves FAA Certification Davide Sher March 1, 2025 On February 27, 2025, GE Aerospace‘s Catalyst turboprop engine received certification from the US FAA (the Federal Aviation Administration), marking yet another success for GE Aerospace’s use of additive manufacturing in producing next-generation aircraft engines. After the GE9X, this latest achievement introduces a new era of engine technology and highlights the transformative potential of additive manufacturing in aerospace engineering. The Catalyst engine is the first clean-sheet turboprop design in over 50 years, specifically developed for the 1,200 to 1,400 shaft horsepower (SHP) range. It incorporates several groundbreaking features that set it apart from previous designs. With an overall pressure ratio of 16:1, the engine significantly reduces fuel consumption by 20% while delivering 10% more cruise power compared to similar engines in its class. It is also equipped with a Full Authority Digital Engine Control (FADEC) system, which provides integrated propulsion control to enhance performance and reduce pilot workload. Additionally, the engine features variable stator vanes and cooled high-pressure turbine blades, contributing to its superior efficiency and overall reliability. The Catalyst engine makes extensive use of additive manufacturing, mainly through GE Aerospace’s Avio Aero division and facilities but also through external partners. Approximately 30% of its components are 3D printed, which has allowed GE Aerospace to reduce the total number of parts from 855 to just 12. This significant reduction results in a 5% decrease in overall engine weight and a 1% improvement in specific fuel consumption. The use of 3D printing not only optimizes performance but also streamlines production, making the engine more cost-effective and sustainable. The General Electric Catalyst (formerly Advanced Turboprop, or ATP) is a turboprop engine by GE Aerospace. It was announced on 16 November 2015 and will power the Beechcraft Denali, it first ran on December 22, 2017, and was certified in February 2025. The 850 to 1,600 hp (630 to 1,190 kW) engine aims for 20% better efficiency than its competition thanks to a 16:1 overall pressure ratio, variable stator vanes, cooled turbine blades, 3D printed parts and FADEC (Wikipedia). The development of the Catalyst engine has been heavily supported by a collaboration between Avio Aero, GE Additive, and the BEAMIT Group. This partnership focuses on advancing post-processing technologies for additively manufactured components, ensuring they meet the stringent quality and safety requirements of the aerospace industry. By leveraging the latest advancements in additive manufacturing, these companies are pushing the boundaries of what is possible in engine design and production. The FAA’s Part 33 certification of the Catalyst engine results from an extensive and rigorous testing process. Over 23 test engines underwent more than 8,000 hours of operation, with 190 component evaluations conducted to ensure reliability and compliance. The Catalyst is the first turboprop engine to be certified under the latest FAA standards, which include more than 20 new regulatory requirements. This certification underscores the engine’s cutting-edge design and its ability to meet modern aviation demands. The Catalyst engine is set to power the Beechcraft Denali, Textron Aviation’s highly anticipated single-engine turboprop aircraft, as well as Airbus’ Eurodrone. Currently undergoing certification, the Denali is designed to compete with aircraft like the Pilatus PC-12, offering enhanced efficiency, performance, and operational flexibility. With the Catalyst engine at its core, the Denali is expected to set new standards in the turboprop market. The FAA certification of the Catalyst engine represents a pivotal moment in aviation history. By successfully integrating additive manufacturing into mainstream aerospace production, GE Aerospace has enhanced engine performance and paved the way for more sustainable and efficient aircraft in the future, redefining the possibilities in aerospace engineering. Pratt & Whitney’s GTF Advantage engine gains FAA certification The engine has a fully redesigned set of life-limited parts and integrates advanced technology across the gas path. February 28, 2025 Pratt & Whitney’s GTF Advantage engine for the Airbus A320neo family has received FAA certification. Credit: Sylvain Ramadier. Pratt & Whitney, a business of RTX, has announced the certification of the GTF Advantage engine by the US Federal Aviation Administration (FAA) for the Airbus A320neo family. The GTF Advantage engine offers a significant increase in takeoff thrust, between 4% to 8%, which translates into higher payload capacity and extended range for airlines. Pratt & Whitney is also preparing the GTF Advantage for compatibility with 100% sustainable aviation fuel (SAF). The engine features a complete redesign of life-limited parts and incorporates technological advancements throughout the gas path. It benefits from increased airflow in the core, which reduces operating temperatures, and a “state-of-the-art” hot section that extends the time between maintenance intervals. The high-pressure turbine has been enhanced with an advanced airfoil design and improved coatings, while the HPT and combustor have optimised cooling features to decrease oxidation. Pratt & Whitney commercial engines president Rick Deurloo said: “The GTF Advantage engine extends that lead and enhances aircraft capability, providing more thrust and even more value to operators of A320neo family aircraft, especially on longer-range aircraft like the A321XLR, all with a more durable configuration. “With this certification and engine deliveries on track for later this year, it’s fitting we mark these milestones in 2025, as Pratt & Whitney celebrates a century of powering the future.” The endurance testing conducted during the GTF Advantage test programme has contributed to the product’s maturity upon its entry into service, according to the company. It also leverages over 100,000 hours of engine and rig testing from all GTF programmes, as well as 38 million flight hours from in-service operations. Furthermore, certain features of the GTF Advantage can be retrofitted into existing GTF engines to enhance their operational lifespan. To date, more than 2,200 GTF-powered aircraft have been delivered to around 80 customers globally. In 2023, Pratt & Whitney Canada collaborated with ATR to advance sustainable operations, ensuring PW127-series engines, including the next-gen PW127XT, can run on 100% SAF. 800 hp in a circle box! Perfect, Dark Matter engine unveiled to the world by Devina H. February 26, 2025 in Mobility Note: See photo in the original article. Koenigsegg , the Swedish carmaker based in Ängelholm, has just revealed its dark secrets (i.e. the production-spec) behind Dark Matter, which is a brand-new electric motor built for the Gemera – its “family-focused” four-seater model. We must remember, this was not just any motor—this is said to be the most powerful electric motor ever put in a mass production car. It produces around 800 horsepower (hp) and 1,250 Newton-meters (Nm) of torque. Koenigsegg had to take a serious long and hard look at the Gemera’s design and think of new ways to make it even better. The new version they came up with had space for just one electric motor, so the team needed to create something truly special. Instead of just making an existing motor stronger, they went back to the drawing board. They created a masterpiece They eventually came up with an invention they called Dark Matter—a small but super-powerful motor that makes the Gemera lighter, faster, and way more fun to drive. And now, we finally know what makes it as brilliant as it is. Dark Matter uses six-phase technology, which is a new form of technology for a production car. Most electric cars today use three-phase motors, but Koenigsegg doubled that, meaning electricity is sent to the motor in six separate waves of power. Because of this, the car offers better efficiency and more power, as well as a smoother performance. To understand why Dark Matter is such a big deal, you need to know a little about how electric motors work. There are two main types: • Radial flux motors – These produce lots of power but less torque. • Axial flux motors – These give high torque but slightly less power. Koenigsegg wanted the best of both worlds, so they created a new type of motor called a raxial flux motor. It mixes both designs, giving the Gemera more power and torque without taking up too much space. It’s really big power in a small package Koenigsegg also made a few clever design choices to get the most out of Dark Matter. They increased the rotor diameter and adjusted the stator size to handle even more energy. This way, the motor stays compact while still delivering insane power. So now let’s compare it to its predecessor, the Quark motor: • Dark Matter size: 381.5 mm wide, 383.3 mm tall, and 135.5 mm deep. • Quark size: 334 mm wide, 303 mm tall, and 112 mm deep. • Dark Matter weight: 39 kg, only 9 kg more than the 30 kg Quark. • Even though it’s slightly bigger, it’s still lightweight—probably because Koenigsegg used forged carbon-fiber casing to keep the weight down. How does Dark Matter get its power? Koenigsegg revealed that Dark Matter runs on an 850-volt battery, which is kept under the front seats of the Gemera. This battery has a 14 kWh capacity, which is enough to drive all four wheels. Koenigsegg hasn’t revealed all the details yet, but the motor will likely use David, the company’s silicon carbide (SiC) six-phase inverter. Most electric cars today use three-phase inverters, which means they send power in three separate waves to control the motor. But Koenigsegg’s David inverter is six-phase, meaning it sends six separate waves of power. This same tech was in the Gemera show car from 2020, so it’s already a proven system. A powerful motor is great, but it needs a smart transmission to match. That’s where Koenigsegg’s Light Speed Tourbillion Transmission (LSTT) comes in. LSTT is a next-generation version of the Light Speed Transmission from the Jesko. It makes sure the Gemera delivers power smoothly to all four wheels. Plus, it allows for four-wheel torque vectoring, meaning the car can send power exactly where it’s needed for maximum grip and performance. The LSTT transmission also works with Koenigsegg’s Tiny Friendly Giant (TFG) engine and the HV8 engine. GE Aero Maxes Supercomputing Work Feb. 17, 2025 Note: See photo in the original article. The aerospace engineering group’s role in future engine development has involved more than 3 million hours of simulation work using U.S. Dept. of Energy exascale supercomputers. GE Aerospace reported that it has conducted more than 3 million hours of supercomputing simulations during the past three years in its effort to define new commercial jet engine technology. It is among the largest users of U.S. Dept. of Energy exascale supercomputers, including the Frontier supercomputer at Oak Ridge National Laboratory in Tennessee, and the Aurora supercomputer at Argonne National Laboratory in Illinois. The supercomputers are capable of processing “billions upon billions of calculations per second,” as GE described it, meaning its engineers can conduct simulations that otherwise would not have been possible, and contributing to faster technological development and better designs. Among the technologies GE has modeled is the integration of Open Fan engine architecture with an aircraft, a project that also involves Boeing and NASA. “Developing next-generation aviation technologies for a safer, more energy efficient industry requires game-changing engineering capabilities,” stated Arjan Hegeman, vice president of commercial future of flight engineering at GE Aerospace. The "open fan” (or "open rotor”) engine concept involves a large, counter-rotating fan operating without a surrounding duct or nacelle, which allows a higher bypass ratio and theoretically improved fuel efficiency compared to a turbofan engine design. GE’s Open Fan engine architecture is said to be the “most promising” technology developed by the GE and Safran joint venture CFM International through its Revolutionary Innovation for Sustainable Engines (RISE) technology demonstration program. CFM RISE is developing advanced engine architectures, compact cores, and hybrid electric systems that are compatible with 100% sustainable aviation fuel. GE engineers are studying the aerodynamics of an Open Fan mounted on an aircraft wing in simulated flight conditions. The results of the simulation allow the engine design to be optimized for fuel efficiency, noise reduction, and other objectives. Russia to resume production of engines for the An-2 Note: See photos in the original article. Russia will resume production of the Soviet TVD-10 aircraft engine for An-2 Kukuruznik aircraft. Anton Alikhanov, Minister of Industry and Trade of the Russian Federation, announced this. Omsk is trying to modernize the An-2 aircraft by making it a turboprop. As part of the modernization, it is proposed to install a TVD-10B engine on the aircraft. The TVD-10B is a modification of the TVD-10 turboprop engine developed in 1965. TBD10B engine. Source: oborudunion.ru A sample of the Kukuruznyk with the TBD-10B engine is planned to be assembled this year. “We have a project to resume production of TBD-10 engines. They can be used for the AN-2 and further for the modernization of these aircraft,” Anton Alikhanov claimed. Prior to that, Russia was preparing a new VK-800 engine to replace the TBD-10, but the timing of its delivery is still unknown. This prompted the Russian government to return to the old, time-tested Soviet TVD-10 piston engine for its An-2 aircraft, which is still in use in the military. It is worth noting that in Poland, PZL-KALISZ produces ASz-62IR engines, which are used on conventional An-2s. Currently, the PZL-Kalisz plant is the only manufacturer of these engines in the world. The ASz-62IR engine for the An-2 airplane manufactured by the Polish company PZL-KALISZ. Source: polot.net Since 1975, the plant has been producing ASz-62IR engines, repairing them, and exporting about 80% of engine components. Russia is also developing equipment for the unmanned configuration of the An-2 aircraft. The work is being carried out by a branch of the Russian Institute of Aviation Instrumentation “Navigator.” Curt Lewis