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WW2 Era Bomber [B-25] Crashes Near Stockton Airport
"World War Two era bomber a B twenty five crashes near Stockton Airport. And this is from ABC ten dot. COM Stockton. California World War. Two era bomber crashed about five miles away from Stockton Metroplitan. Airport on Saturday night San Joaquin County sheriff's officials said Sheriff's officials said the pilot tried to land and a field before striking a ditch the plane received significant damage in the crash officials said, three people were on board the plane to receive non life threatening injuries while another person was able to walk away. Fine the fine the two injured occupants were transported to the local hospital. NTSB and F. A. A. Officials will take over the investigation into why the plane crashed. And we have some audio and let me set this up a little bit from live ATC dot net when they're traveling on these these old warbirds warbirds. They usually have like a chase airplane somewhere following them for support and such, and in this case, it's a bonanza. The the the be twenty five started in Chino and flew up to northern California stopped at the nut tree vacaville airport for a bit, and then took off again and was heading over to stockton to have some repairs done to the airplane. There's A. Depiction of the of the flight, the latter part of the flight to nut tree in Vacaville, and then over the Stockton, and then after the repair work is going to be accomplished remains work whatever it was. They were GONNA do at Stockton they're going to return to the east coast where it's based. and. Let's see. So let's play a little bit of the live ATC video. Audio and again, you'll hear the bonanza flight. That'll be the first thing you here and then you'll well as the only thing you'll hear and then the. Conversation with air traffic. Control. And Five for. This house was. Hurt another aircraft on have had mentioned barriers end up in a real you have A. Four six Charlie on your. Show. Costs on my radar. because. Go beyond. Their. Back. Why get her? Face thinking To conceal sauce. Related but I'm thinking. You'll see. Now. Sesa someone. Signals. Pursuing the. Okay approach. But added four. By Juliette Again I. Think, they just want you to feel. Size threes earliest immerse fourteen size threes Julius summarisers. SANAE. As. Five for you. One Zero. Three one three. PG. At bars. Right now. Anything I think. Sex. Someone else sees. Medicine. and. Something somebody. Say Is. Feels dipping. My. Window. Here you able to get. Services. Much as Up. Jeff. And let's see Joel senior. Happens. Like you're lonesome. We'll. Just west she lives. Sergio, how many souls onboard? Underground. Rice. Now, you want to say machines orange. Continuing to Saas, you can get on their way events. Six years. Source Force. Twenty, five injured. I think Julius. how many people are in This. Industries for now you can suicide. Let's see. If you. Melissa. Doing there's there. Is. The airplane by about three hundred yards. Yeah. Julius veterans. Go. There's the. Exciting. audio there in the chase plane. Giving the information thankfully. The chase plane was out there and was able to locate. The be twenty five in help direct emergency services to the location another your news reports say. The injuries are not life threatening. I don't know if you call it minor or not. It depends on. Report you're looking at here. Bet. The third occupant was not injured. I'm hoping that it looks like. By the way if you have a link to this in the show notes. One Brown the Block Leo. Channel did. A really nice video of this and he has got a lot of interesting information about the airplane and the fact that had just returned. Remember we talked about earlier show the World War, two era bombers or aircraft that were on the Essex L. HD navy ship that was heading over to Hawaii. To Commemorate the seventy fifth anniversary of the end of World War Two and Hawaii It had just that was one of the airplanes they. Put It on a crane and put it on the the deck of the L. HD and it sailed over to Hawaii. They did the comeback. So basically, this is all glories getting ready to return all the way to its home on the East Coast and. let's say the. So he had some other interesting photos of where the be twenty five ended up in a ploughed field, and if it hadn't been for that irrigation ditch it would have been a much better. Outcome and does you know it still doesn't look like there's a Well I. Guess. If you're looking at the engines that were torn off against the damage is quite extensive on the engines but I'm hoping what I'm trying to say is I hope that they'll be able to. Scrap the thing completely, it'll be able to fix it but I don't know. It's great. History. Escape. Doesn't I. Mean. There are people out there who are willing to build a new aircraft will build well, two aircraft. A very small amount some the this is a complete more or less So I'm sure that somebody in who who has got the money and there are plenty of people out there who loves this sort of thing Bail to fund it, but it's just a it's just a tragic. Result
Airbus' Ambitious Hydrogen Plans
"I'm happy to welcome with me on the program senior editor, Guy Norris and tier to our France Bureau chief who as you surely know if you read ideation? Gregory is an expert in aerospace technology subjects to. This week, we are going to talk about three aircraft concepts that Abbas presented for the first time. They are very different from each other in many ways, but they do have one thing in common they are supposed to be powered by hydrogen. And Abbas Vision in the transformation of aviation into a greener more sustainable, future exciting ideas but lots of questions too. So let's take a step back I wonder if I can ask you to just walk us through the plans that Abbas. Presented this week. Sure So basically, there are three concept plaints. At the center of the city they called him supplies because none of them will actually be built but three directions that are going to be studied in depth. One of them is looks like turboprop aircraft to wing configuration. I think the maximum. Capacity would be around one hundred passengers. The other one. Sorry. The first one, I mentioned a because it would burn hydrogen in relatively conventional outside rented conventional. Engine turbines. The second concept plane is also conventional Tuban Wing country duration from be powered by two defense number props to defense money hydrogen. Again, capacity is between one, hundred, twenty, two, hundred passengers, and just like the first concept plane the shooting hydrogen attack is located at the rear of the fuselage and the third concept is definitely the most spectacular. It's a blended wing but. Again powered by defense. So often concepts contemplates both hundred ten. Engines but the big difference, the May feature of the sudden is the blend buddy consideration, which means you can much more optimize hide myrow dynamics, and you can also dispute passengers and fuel tanks. I, know much more efficient way in the in. So. Roughly speaking this, all three concepts that are is. Speaking about so we're we're kind of fifteen years right I mean they're talking about enter enter into service in twenty thirty five but already, they're making some very important technology choices you mentioned liquid hydrogen for instance can just walk Ciragan. You know what are the steps that are coming up in between now and twenty, thirty five so between now one, twenty, thirty, five, the and again, twenty thirty five is the plant date for entry to service our first main Maislin if she wishes twenty twenty-five by then they expect to have majored some technology bricks as they. Call them to choose from and they would launch a program in twenty, twenty, seven or twenty, twenty eight. So that would be a food program for the Industrial Program between or twenty degrees and would would be very, very informative for us to follow is the next five years they plan to do several demonstrations. So they will demonstrate that technology bricks such as hydrogen storage, for example, and one of the most demonstration projects is about hydrogen storage and distribution they were stopped on the ground, but they also plan some instructional on the sorry in the era in. which could be quite a spectacular and they plan quite. Surprised by this, they plan to start with gaseous hydrogen storage demonstration before moving to liquid, and as they seem to have made a choice ready for liquid hydrogen meet surprised by the fact, they are going to also test guess. So Guy. Abbas. Seems to be really enthusiastic about this and it's kind of came out of nowhere but it came a bit of as a surprise to me. That's enthusiasm isn't really shared by everyone in an industry particularly in the engine industry they're still seem to be quite some serious reservations about this. So can you tell us what what what you're hearing? Yeah Hi there. It's basically a very is a very interesting time because, of course, the engine manufacturers like the fray manufactures they're all facing this kind of cliff of how do we meet the sustainability targets in really thirty years seems like a long time but but in the aerospace business, it's really not They've got. So they've they've been approaching this idea of whether to adopt the new transformational approach. Mostly based on alternative fuels, which would be dropping into the existing kind of infrastructure, the existing propulsion designs and the existing tube and wing configurations that the framers of loved and developed and perfected for the past fifty years all nor so you can imagine that there is a bit of a shock going on here to how do we suddenly move all of that towards a hydrogen based ecosystem. Of course, the other thing is that they've saying, well, you know we have been that before we've studied this, we started in the nineteen fifties, for example, more based for military type applications again, in the seventy s during the fuel crisis when they the first global fuel crisis and again in the nineties when there was the first glimmers of the emerging environmental issues this time of course, it's different as you both said, you know the there is a driving force has never been there before, and of course, the the French government tying the. Incentive. Package really to sustainability is the big decision making sort of driver on this. So you know the fact that. There's much more urgent need now is is changing the game, but doesn't change the fact that there is seventy years of history of safety and certification and development behind a no operational cycle around kerosene people know how to handle it. They know how to certify it, and this is a whole new ballgame. So why would you know bus get buy in from the other industry participants if that wasn't possible for one reason or another over the past? Several decades well I mean one of the thunder, the reasons that time does move on and technology has improved. They're all ways of coping now as a couple of ways to look at it. One is from a big picture perspective. The big challenge that a lot of them see both in and out of aerospace is the fact that they feed stalking. The actual production of hydrogen has to be done in a sustainable way to make this entire equation balance
Whispers of trouble - listen to your plane
"If airplanes could talk what would they say? Well, they can talk if we learn how to listen and pay attention sometimes the languages subtle in a new sound or vibration. Sometimes they scream as when my friends number five cylinder unexpectedly dropped valve resulting in a broken piston, complete oil loss and prompt engine failure. Some sudden catastrophic failures are impossible to predict, but others can be predicted and possibly avoided. Ask pilots. A mental note of what our instruments usually indicate and look for deviations that could indicate A. OR PENDING FAILURE Just because the indication is still in the green range does not mean that nothing is wrong knowing the usual indications for our own engine will allow us to listen for any deviation and investigate the issue. I am fortunate and get to fly three hundred hours a year commuting to work as an emergency room physician. My Commute is from Statesboro Georgia to lagrange. One to two times each week, the fight one, hundred and seventy, two nautical miles and takes about seventy minutes each way in my highly modified North American navien. My engine was a continental I o five, fifty be that was freshly overhauled just a few years ago. I always change the oil between twenty five and thirty five hours instead of waiting until fifty hours. On two occasions, my engine instruments have displayed unusual oil pressure indications. The first indication was in June two, thousand sixteen during a return trip from New Mexico. The June weather was beautiful and via far but very hot all along the route home. During the flight the oil pressure ran about five to seven PSI lower than usual but otherwise acted normally oil temperature was less than two hundred degrees Fahrenheit for the entire flight. The engine ran great and continue to produce plenty of power I. nervously watched the pressure as it stayed steady in the green range and continued our trip home. The oil consumption remained as usual during that trip and we arrived home on eventually. Once home. The oil was changed in a new paper element oil filter installed prior to this oil change I was using a reusable stainless steel mesh oil filter that was removed and disassembled for inspection at each oil change. On Inspection, I found that the Steel Mesh had accumulated some residue that narrowed the openings in the Mesh. I, reasoned that the oil filter was restricting flow and oil pressure. So I returned to using paper element oil filter that is discarded at each oil change the oil pressure return to normal and I return to flying with my usual oil pressure of forty five to forty six PSI in cruise flight. That engine continued to run great and showed no problems. Regular oil filter cutting revealed no metal and oil analysis was always normal. So normal that I skipped cutting the filter and oil analysis when I changed the oil in December of twenty seventeen. I continued to fly Navien until late February twenty eighteen when something changed. I was flying to work and noticed my oil pressure was once again lower than. It was down into the Middle Thirties but once again remained in the green range and steady. I increased RPM from low cruise at two thousand, three hundred to hike cruise at two, thousand, five hundred and the oil pressure returned to the usual forty, five to forty, six PSI. The oil temperature was around one hundred and sixty degrees, Fahrenheit. which is the usual oil temp in cool weather for that engine. I was concerned about the oil pressure indication but I had seen this occurrence previously the weather was good and the pressure was backup to usual. So I continued on to lagrange. Three days later I returned home to Statesboro. Now comes the lucky and scary part. The flight home was night I F R and I flew the Runway three to approach into statesborough. Before departing I checked everything carefully and the oil pressure on run-up was normal. I watched the oil pressure carefully and flew home that high cruise power setting. I landed uneventfully but noticed that oil pressure at idol was a lot higher than usual. Low Minimum oil pressure at idol with the engine. Hot is ten PSI. But mine was always fifteen to twenty PSI. This night I was looking at thirty five PSI at idol with the engine hot. I had never seen idol oil pressure that high but was not concerned. I push the airplane into my home hanger and return the next morning to change the oil. The tachometer showed the engine had accumulated fourteen hundred and forty five hours since overhaul. Drained the oil and replace the oil filter and began refilling the crank case with fresh oil. When I decided, it was time to cut the oil filter. I found a large amount of metal in the filter. The oil that drained out of the filter was filled with metal flakes that look like silver glitter on my hand. What happened I had not cut the oil filter or submitted an oil sample at the last oil change. So there was no way of knowing what I would have found then. Had I, not cut an examined the oil filter on this oil change. I would not have found the metal in time and bad things would have happened on the next flight. When I disassembled the engine, I found the two of the main bearings had turned in the crank case, and we're obviously very near having a catastrophic failure. Now. This engine did not vibrate knock or suffering power loss. The only in-flight indication of any problem was changed from the usual oil pressure readings with the actual reading remaining in the normal range. As Buck my old flight instructor would have said she was talking to you. I was not listening carefully enough but survived just the same. This is the accident that never happened simply because I cut the oil filter. Had I, submitted the oil for analysis and waited for the results before flying again, the problem could have been discovered, but I fly too often to await test results. I would've received an urgent phone call from my oil analysis company, but it would have been after the accident. My current practice is to cut every oil filter at time of oil change cutting the oil filter while messy is free and gives immediate feedback. This simple process can save your airplane and your life.
Staying Confident In The Airplane
"And what I want to address this podcast and I'm hearing a lot of things like Jason I, got my private a year ago I flew pretty regularly for a few months but you know life. And just not flying as much as I wanted to, and I'm starting to lose that confidence I. Don't feel like I wanNA, take my kids up or my wife because I don't feel confident if something happens up there that I can deal with it or at least deal with it is sharply as I did the day after my check reading. So I've gotten a few versions of that story and I WANNA talk to you about how you can do this how you can stay proficient and you can stay confident and you don't have to spend a fortune to do it and I think there are three main points that I wanna make in small tweaks you might have to make to your flying. But the first one is in, you know how close this is to my how hard the standardization the idea that you can ritualized you're flying. And then remember like rehearse remember and perform the ritual of flying and so all you really have to remember is that ritual and what the ritual is designed to do is to weed out the possibility of thousands of other smaller mistakes from happening I'm great example there is the final walk around on a preflight, right. If you just remember to do the final walk around on a preflight, you might catch tomorrow on the nose wheel cinderblocks blocks on the tail Pito Tube cover. Fuel caps left off seatbelts hanging out of the door baggage compartment opened I mean I, you go on and on and on with the things that you might catch. Simply. By remembering to walk around the airplane after the preflight. Okay and that goes deep. If you want a very detailed version of all of the soap's the standard operating procedures that I teach, those are all in my book setting the standard. But that is one concept that will add huge beer flying. This is an I didn't make this operate. This is the way the professional pilots do it because they've got money in the game they've got a business, they have to take care of one of their pilots crashes. It can't be game over right not only that as you've heard me say the company's survived the accident typically. So the company has a chance to evolve develop a procedure that will prevent the. Pie The from any other pilots for making the same mistakes and they can force compliance with that procedure. That's huge. That's the whole process, and if you can get yourself to do that, you are miles ahead of the game. All right. That's one thing we'd like to ritualized the flying, and the second thing is getting rid of this idea that you go back every two years for what they used to call a biennial flight review or a flight review that is not. Enough that is not regularly. You're not going to regularly enough if you're going back every two years and the pros know this to right how often do the pros go back? I heard you say it every six months, right. So if you're a professional pilot, every six months, you go back with your instructor. Back to the training environment and you go through the ringer right you practice all of the emergency procedures, all of those things that you might need if someday. You're you're in a situation where you have an incident? You've got your family on board right and all of this training inspires confidence. So this is the feeling of confidence in the airplane comes from doing it regularly and feeling confident that you can handle the edge cases if they come up. I'm so what most people do just to kind of get US summarized here three point two when most people do is they get their pilot certificate they here. Okay. I have to get a flare view maybe they go get a new club checkout and then that's it right and then they're out flying with their friends and their kids and their wife and two years ago by nothing boy I better go get a flight review that is not a way to inspire confidence. That is not a way to feel good about what you're doing. In the pros know that. and. So the last thing I'd like to say is this is the part where we get into. This is the third point where we get into the budget. Is that there's been a lot of evidence to suggest that if you just keep your head in the game right back in the day they see if you read flying magazine or you re Flight Training magazine those are still great ideas by the way. But in today's world you've got youtube and you've got APPS late ground school and you've got you know ah so many different ways to stay engaged with aviation. And I always tell students when they come in to train. The typical question is how much is this gonNa cost me I don't. Generally answer that question as a complete daughter a mount I won't say, well, this certificate certificate is GonNa cost you fifteen thousand dollars or twenty thousand dollars. If you really pin me down on it, I will say it will cost you anywhere from fifteen to twenty five, thousand dollars. There's a ten thousand dollar. Window there depending on how prepared you are when you show up for lessons how regularly fly how busy you are all that sort of stuff. But that's not even the important part. The important part is that you really think about flying more like a monthly expense more like a habit. So when a student comes in and says or perspective, Stephen Comes in and says, I'm thinking about flying how much is this gonNa cost me I will usually say how much can you afford each month? Right? Is this something you can. Afford. To put fifteen hundred dollars a month into or is it something you can only afford to five hundred dollars a month into is something you can put an unlimited amount of money anti right I mean I just have no idea where you're coming from but the important part is you're starting to think about it like a habit that you're taking on and you're never gonNA stop. So you have this monthly expense for flying. Now, let's take A. Relatively for flying a relatively modest budget. Let's see we have seven hundred dollars or eight hundred dollars a month that we feel as though we can spend on flying right it doesn't sound like a lot when you consider your CFI's probably one hundred dollars an hour on the airplane while it's running. Over one hundred dollars an hour. So you're out there spending on, let's say, let's just pick numbers. Let's say the airplanes one hundred and fifty dollars an hour and you go out for one point five keep it keep it. You know easy math that's two hundred, twenty, five dollars right? One, fifty plus seventy, five, two, hundred, and twenty, five dollars plus your CFI you're together with your. Maybe. Instead of one point five year together for two hours it's another two hundred dollars. So we're looking at four hundred and seventy five dollars we're looking at. If you do one lesson a month after your certificate, you're spending four hundred and seventy-five bucks. You've left yourself with a budget of about three hundred, fifty dollars maybe a short two hour flight somewhere with your family. But you've flown twice in the month right and that's the way you need to think about the finance part of it think about it as as a monthly expense and try to allocate how much you're spending each month a little bit toward training and
Incident: Wings AT72 at Ambon on Jul 3rd 2020, Failure of All Instruments
"A. Wings Eighteen, seventy, two or eighteen, seventy, two dash. Two, one to. At Ambon, which is in Indonesia was flying from Ambon to Babbo with forty nine passengers and three crew D my Indonesia accent. Yeah. I think you make an APP. I am was in the initial climb out of Ambon Putnam, Laura Airport's runway to just when just after becoming airborne all display units, standby instruments, communication and multifunction control display unit failed. All of it. The landing gear lever not good. No landing gear lever could not be retracted. Climbing through about two thousand feet the display units one and three partially recovered showing speed and altitude indications again, and about three thousand feet communication and remaining displaying its intermittently recovered and the landing gear retracted. They put their landing gear lever up and then finally goes. Okay. Yeah. Sure. You're up. You sure. It wasn't doing a Microsoft update or something might have been. So. I'm thinking. If this were instrument meteorological conditions. I believe we will be reading about the accident and terrible tragic crash of this flight however could easily be yeah without any insurance when you're going to do not ways up, right. Thankfully the weather was not quite as bad. I mean it wasn't perfect, but it wasn't IMC apparently. and they were able to maintain. Reference to the. Queues outside to keep the airplane flying straight and level and climbing all stuff aircraft stop the climate four thousand feet position for return to runway for about thirty minutes after departure but went around and enter to hold at seven thousand feet. The aircraft subsequently landed back on runway four, one hour fifty minutes past. Departure. In Asia Cayenne KT which I guess is there investigatory agency rated the occurrence a serious incident? Yeah. Open an investigation. There were no injuries and the aircraft sustained minor damage doesn't really say. How I can recall. Let's see. Then they go into a little bit more detailed by the way this is from the aviation. Excuse me. Aviation Herald. Let's see the weather during the situation was raining and the ground visibility was six kilometers. So you know wasn't. Great with not great. Let's see the. Starting process of the engines was normal when the aircraft taxied in lined up for runway to to. The aircraft took off and after airborne, the pilot verified the idol gate lever engaged I don't know what that is something to do with props. I guess suddenly all five display units and the integrated electronic standby instrument i. e s I went blank and the VHF radios burr off. the pilot glance to the overhead panel several lights eliminated. Consisting of the shed light on the D. C. Service utility busts, the available light on the external power push buttons. That problem they. Hit a great big generated. Along. With the we're just getting of course Pack lavatory detection engine boost. Hey we have a lavatory, we detected there. during the Situa- we just talked about that the pilot did not have flight instruments as reference for flight therefore, the pilot flew visually. about one minute. So everything came back and let's see why is it that they ended up holding for a while they run some checklist or something that the deal oh, I think he was waiting for the weather to improve. A bit before they came in for their landing. Yeah. Sensible. Relying, his attitude indicators. And other instruments. Yeah. Urinate Visual Reference Yeah. That was smart. So you know you'd think that was this the airplane that was kind of Pretty new or was that another one lows? Let's see Oh. August fourth twenty seventeen. Yeah. So it's Relatively, new airplane Not, sure. Exactly. What happened there some kind of electrical. Weirdness apparently yeah. I mean a supply problem but the thing that really concerns me as if you get a supply problem to you main instrument panels. Avis or whatever type of aircraft urine you would expect perhaps to lose some. But the one thing that should you should always bail rely on is you standby instruments they should be from a completely separate power sauce. Often. Just connected almost directly to the battery so that regardless of what else you've lost, you've got something to go on to help fly the airplane. the fact that he lost his signed by insurance as well. makes me seriously concerned about the architecture, the electrical system of of this aircraft. If, they find a full of manages to take out. So many buzzes by all buses that they also lose their same standby instruments that for me is a major concern. Yeah. I'm wondering if if that was something about the way, the electrical system was designed and manufactured or maybe. There was some kind of maintenance done to the airplane and they didn't connect all the bits and bobs correctly. I don't know I saw. The aircraft should be so capable on the ground before they get on something incorrect deep rooted of self diagnosing electrical problem If they wouldn't have got to have on, they had known that they had a major potential right room with their instruments. Sure. So this is just It happens. On a bus of had some problems in the pasta with unexpected glitches which have taken out all the display units but never have I heard of an Airbus having a problem with standby simultaneously that that is just nine national that is not supposed to happen. Ever. But did apparently in this case, and thankfully, the weather was good enough for them to maintain control their come. We had some pundits who had enough skill to bail to continue to fly the airplane the even relatively poor visibility with. Right around which meant horizon, the visual horizon would have been indistinct. They managed to interpret what was happening to the aircraft in their Themselves and not get fooled and not getting a situation where they lost control. So fantastic
Whats Next for the U.S. Air Forces Next Generation Air Dominance Program
"I'm wondering if you can kind of go back and tell us what is next generation air dominance, and where did that program emerged from? How did we get from nowhere to a demonstrator because didn't just happen like that. Well, it it. It seemed to I. Mean You know when? Roper is Dr over the essence secretary of the Air Force Brat Position Technology Logistics. Announced very abruptly yesterday during his speech that this flight demonstrator had flown I. think that everybody by surprise I wasn't expecting that kind of announcement during his speech today and It's exciting I mean I. I can't be as as an aviation aerospace journalist with an interest in military aviation I mean this that's the that's as good as it gets a secret of flight demonstrator for new fighter that you. You hear about the first time it's confirmed that there's nothing more exciting except for actually seeing it, which I hope we see when they but it turns out. I. Mean there there is a paper trail there's a, there's a little breadcrumbs that have been sprinkled. Along the path of public comments, I air force leaders over the past couple years leading to this, and some of them have only become sensible in retrospect now that we know that this thing really does exist. But in some ways are actually quite explicit and I think I'd point initially to an exchange ahead with journal Goldfine who just retired a month ago but a year ago at the same event even though it wasn't virtual at the time, it was in Bersin. Gerald goldfine chief of staff had a press conference I was asking about next generation air dominance in my big question was about the propulsion side of it congress at the time was was expressing quite a bit of frustration with the air force because it's been billions of dollars on adapted cycle propulsion, and there was no publicly available roadmap to use it, and so they're saying. Why are you still asking for this money? We have no place to put it. You know. So tell us where you're going to put A. I, put that question to many explain what you know. It's it's bit difficult because there's a live classification while tennis and so there's only so much. We can say they said L. L. Region his exact quote he said he's here's our. Strategy. We have five key technologies that were investing in that we don't intend to have all come together on a single. To be able to do the mission. In the future, we expect these technologies to be adaptable to existing platforms, and we expect these technologies to come forward into a family. I, know use family assistance a lot but really, and truly that's the next generation dominance. So as a so our intent is to keep these joint technologies moving aggressively and have them come together. They will all mature in accelerate at different paces as they become ready. You'll see US adapting them on existing platforms, sensors, and weapons, and also looking at new platforms sensors. So that was what he said and then I I didn't understand what really what he was getting out. I just didn't he didn't answer my question. So I repeated my question. What is the you know? When are we going to see a roadmap for adaptive cycle propulsion? And he his answer was there has to be a test article to be able to take some of those technologies to mature. That's probably about as far as I can go in quote right so what he was saying they're in retrospect is we have five technologies. We're GONNA put on in Gad. He didn't say but sounds like adaptive cycle propulsion is one of them and You know they need a test article, a flight test demonstrator in other words. To validate the majority of the technologies in-flight. So. That was almost as explicit as the air force has been about that. But really there was a time when. The Department of Defense was even more explicit about the the plans to actually use flight demonstrators for next generation are dominant and it goes back Congressional testimony in twenty sixteen at the time Frank Kendall who was the Under Secretary of defense for Acquisition and technology a acquisition technology in the justice. It has written testimony. included this written test, the House of Representatives. twenty. This was actually in calendar year twenty fourteen and it was going to launch a program in. Fiscal year. Twenty fifty. and. It was the aerospace innovation initiative that would be managed by the defensive ends. agency Darpa. Anna says the A I- Aerospace Innovation Initiative includes a new program to demonstrate advanced aircraft technologies in explains. As, well, as the ongoing previously mentioned advanced engine technology, which is adapted cycle. A. I is goals include strengthening. The critically important design teams in the defense industrial base reducing lead. Time. For Feature Systems the explains will not be engineering. Development Prototypes for have residual operational capabilities. The results successful the development and demonstration explain program will inform future aircraft acquisitions. So that gives you a sort of the background on how these. flight demonstrators came into existence and what their purpose walls. We know from Rocha's comments that the flight demonstrator that he's referring to be called a full-scale flight demonstrator so as a subscale or Even, a large aircraft that is meant to extrapolate the flying qualities of even of an even larger aircraft. So You know but there's still a lot we we don't know about it but that's generally the gist of how we got
U.S. airlines report second-quarter losses of $11 billion
"Continue to mount with covert 19. Juicy radio networks. John Hunt has more aviation is amongst the industries hardest hit by the global pandemic. A reality illustrated as major U. S carriers tallied another round of massive losses to the havoc wrought by covert 19 U. S. Airlines reported a second quarter after tax net loss of over $11 billion, double their collective $5.2 billion loss in the first quarter. The steep drop in travel has force carriers to dramatically reduce their flight capacity and rendered tens of thousands more employees on employees. More news can
Baron Pilot: A Passion for Aviation
"Of the things that I I really actually love about Barron pilot and the Youtube Channel I have to say is that you can tell by what you do and when you're in the airplane, you really enjoy it and that's so cool and so I want to talk a little bit about your flying life and why you're so passionate about aviation. Well. What's not to love about aviation I mean it's something that I think most of US inherently have have gone from the time we were born to being a little boy or girl looking up to the sky senior planes in and being a just in awe of this thing that is fine over us which or says an airplane so I know my self from the time I was a little bored in elementary school. All I ever wanted to do was fly. It's my dream it was my passion and it was something that I just had to find a way to do and unfortunately you know life. than. Make it easy path but it was one of those things that when it's your passion, it's it's nothing's going to stop you. And as far as not stopping, you've actually made it to a great career in aviation and you've also because of that career been able to. Do something a lot of people dream of, and that's by yourself a beautiful twin engine aircraft and one of the things that's great about you because is the fact that you share that you share that with US online but boy. That's not an easy task I know we all look at the video and say, boy, you know that's you know you were critical I couldn't get a better angle here at Cetera but I'm sure this took quite a few years put together. So tell us a little bit about that path. Sure. well I I have a slight advantage in the fact that my background is actually TV production. So one I'm not flying my day job and I do mean other because unfortunately or fortunately, and unfortunately in pilot is a fulltime job in of itself but when I'm not doing that my day job is TV production. So I have a little background in TV production and so some of the. Stuff Kinda came to me naturally from a production standpoint and so just kind of combine the two things I love aviation and and then my background with TV, production and started putting up videos and to be honest I didn't think Barron pilot was going to be anything other than Just me thrown up some videos here and there and some people watching it if I had any idea part would have come up with a more marketable generic name than Barron pilot but But I'm honored and flattered that you know people sort of watching it and as the channel grew I remember hitting five hundred subscribers and and thinking I won the lottery I mean it just was an Inspiring that five hundred people actually hit that that would subscribe button and follow my channel and I was just. In awe and then force channel is. But I. Think the channel has a life of its own. You know I'm just I'm. The lucky one to be able to be part of the channel even though it's my channel I'm the lucky one because it's not about me it's never been about me. It's also one of the reasons why I didn't name the channel after me because it's about aviation and try to keep it of all aviation and my passionate love for it and I try to share it. So when you do share it, it's most of the these trips and and going places and one of the things I really like about it is that it's it's teachable in other words I'll actually tell people to go check out some of the segments because some of the things you've done for instance. Writing clearance down how to fly somewhere is that what you intend it or did you intended just to be about flying around? So one, the channel started it was just about flying. Just flying in general, it was more about just promoting the. Pronunciation in general just getting people to to see I figured initially I thought I would just people who are into aviation would watch it. I. Didn't really think that anyone who wanted to be I would watch. I. Didn't think anyone who is learning would watch it. I figured okay. You've got to be an avid geek like myself to watch it. And as the channel has grown, and as I try to interact with anybody who makes a common I try to interact with them. Anyone who sends a message on Instagram on Beech Baron Pilot I respond to them sumit's a question, just a blanket statement and and I try to get involved and I've learned that there is a good majority of people that watched the channel that are pilots. Some will never be in pilots the just like. And some inspired to be summer in training some are beyond their flying years. So it's the entire spectrum in and I'm always surprised I'm an audit and surprised by daily but because of that that channel has evolved and is continuing to evolve Barron pilots yet. Figured out exactly who and what it is other than trying to be. A sense of inspiration for everyone and whatever that that entails for each individual person.
Boeing 737 EASA Testing
"Talk first about the seventy seven Max. So Yassa has been testing it. How's it? Been, going. Seven thirty seven fight testing concluded up in Vancouver British. Columbia just recently with look like there's multiple. Certification authorities participating in that Yasser. Obviously Transport Canada would have been there and it sounds like the Brazilians there too. So there is A lot of balls on the seven, thirty, seven, the the flight task. would be a low risk thing at this point. So there's been at least listened to the news reports has been no unexpected outcome of that. Boeing would have been flying at any way in and check in to make sure that the angle of attack sensors and all the. all the sort of the flight management difficulties that they had. What would have been taken care of. So it's it's a check in the box but also to to. have. Some external is watching what happens in the cockpit and see how pilots respond to stuff so. That's a good checkpoint to have done. The next step though is probably the most important and. I always get frustrated when I see this when I think it was in the US representative said while we're going to make sure that it's safe well. The FAA is the Prime Certification Authority. It'd be like F- Airbus certifying a new Airbus, a three whatever. That, he also be the lead on it, and the FAA would just be sort of verification mode, not a recertification mode. So when we see things in the press that sound like Yasa's taking a recertification mode that they're gonNA, take the FA data as a something nice to have but. They're GONNA do their own little certification approval in a sense that's frustrating. That's really frustrating because then it's just left up to opinion. There are rules the rules between the United States in all the other certification authorities in the world are pretty closely aligned. I doubt there was any differences between Yasser. And the FAA in these particular areas. So what's the holdup once the FAA has signed it off and blessed it and also can do the review of it like they should rightly. So but now now aren't some sort of negotiation face. So they're going to be meeting at Gatwick Airport in London Boeing, Jasa Transport Canada's sound like the pretty much anybody WANNA show up to to the party. And talk about things like pilot training issues. What is involved with that Any sort of flight manual adjustments that are proposed would be discussed in there and hammer out those details and I would assume the FAA's going to be there also. You're you like to be a fly on the wall and that place because this is probably a little bit allowed talking will happen and we're in an election year, the United States, of course, which adds to level infant Sensiti to what's happening I Dan I just really struggle with some of these things. It isn't like the FAA made a horrendous mistake. I. Think there's just a lot of complexity to what had happened originally and he also didn't catch it either In their view and they had a chance to review to and I think it just the complexity caught up everybody because systems were cutting more and more complex particularly as we add them onto older generation aircraft, and now we're in this sort of. I don't trust you Scenario which is doesn't good. Bill doesn't build good bilateral relationships and the FAA has been trying to do that for the last several years and this is not good for industry and hopefully they FAA doesn't do it to Airbus. Is that we don't hold it up because we can we're holding up because there's some real risk. And None, of the accident happened in in European. Plight territory so We'll see I don't you don't you get the feeling like some lessons political at this point. Yet feels a little strange like they're not necessarily working together and that they're trying to go their own way. It's yeah it's it seems strange.
Reviewing the August Traffic Stats - It’s Not Great
"That puts us a roughly a week past the end of August weird things we found. Our. Stopped getting better. As the. Is. Is the way to put it. So you know from the low on the twelfth of April we've seen a rise in traffic levels and we ended the month of August. Forty, five percent. Of Twenty nine hundred. August twenty nineteen. As far as commercial traffic levels were concerned. So. Not Great. Know things things flattened out We've talked about keeping an eye on things hoping that the summer would lead to a bit stronger recovery and then pushed through into fall. We haven't seen the traffic in at the beginning of the fall schedule materialize, and so there's a good chance that week over week, we could see traffic fall throughout the rest of the year outside of spikes for for certain holiday period if people decide that they're going to be traveling again but we don't know what that's. GonNa. Look like as as the as the season develops but August you know. Flattened out and not in a great way, and then the holiday weekend we just had here the states is past weekend traffic almost eclipsed a million passengers screened in the US for the first time since. March sixteenth were dropped off quoits amazingly beyond that. It went from one point two million. Passengers screened on March sixteenth to just basically a quarter of a million. A week later. So getting up to a million would have been at least some semblance of what we use folic victory person bollock victory. We are not there yet. We have here in New York. We have twice as many people riding the subway. Than we have the TSA screening passengers nationwide. Now yesterday the Tuesday after the holiday weekend that were seven, hundred, four, thousand passengers screened, which is just about right back where we were before the holiday weekend. So this is typically rather. Low part of the year between the end of the summer and really Thanksgiving here in the US than the the holidays toward the end of the year for the entire world. So this is GonNa be. Great the next few months, and we're already seeing if you wear pare back their schedule quite dramatically to match that new reality that the the comeback is not happening. Yeah the the return of. Travel, besides leisure travel. So so business travel. And folks moving around outside of taking. A vacation visiting their their friends and relatives. That's not materialized. Travel is still nil and so. What we're going to see over the next few months I think is going to reflect that especially us. Europe a little different. Asia quite different as things there have have gotten much better much faster. But I I think we're still globally nowhere near two thousand and nineteen levels and won't be for some time. The other things being affected are aircraft deliveries. We got those numbers this week as well and and looking at Airbus Boeing numbers Airbus thirty nine deliveries one order which was Jason. Ordering his new. Ac a three twenty neo. Price finally come down enough where I can get my own pint. Yeah and then bowing delivering thirteen aircraft but taking eight orders. That's interesting. who were the eight I hadn't heard that they picked up five, seven, three, seven Max orders and they picked up three triple seven F orders l. were those the Polish airline ordering the matches that we talked about last time in addition to so there was the yes enter air, and then there was one other I think there was an airline that order one of them and and which airline was, but we may have talked about that in a previous episode plus the three triple seven f orders but moving up but still not I mean I was actually did putting things together for the show I. Put in you know Boeing August deliveries, and a Reuters article from last year came up and they are talking about how how orders deliveries were down forty percent. Already. And I was like Oh. That doesn't seem terrible and then I looked at the date and it was September. Twenty nineteen it finally they knew. Yeah. So not not great still not great. But we are there are some glimmers of hope just now a few minutes ago adult seven, six, seven, four, hundred that had been stranded in not one joe. China after it had interior modifications done Kinda got stuck there just took off back heading. East after two hundred and four days of sitting on the ground there looking derelict. So that's about that. That's nice. I'll take what I can get
Planning for an Aerospace Recovery
"Here we are. We find ourselves six months into the really the shutdown from the coronavirus pandemic Eric. What can you tell us about a I and what you've how you've been responding and how the industry has been responding to the strain put on us on it by the pandemic. But. First thing is a is almost a different organization. We we've continued working on those issues that are important to to industry. They're space defense, the four Cohen, and layered on top a series of things in response to Kobe and I think like most of us six months into this were not where we thought we would be when when this first hit when when the president has primetime address and down travel. To Europe and elsewhere we realized right away what we needed to do an initial phase because we had just come out of the Singapore air show. So we were paying very close attention to to this virus and it already put plans in place to go virtual should come to that and I. I work We've spent more time with our members during the stays that we had. All the previous two years I've been in this job and the first things we focused on were liquidity essentiality and flexibility. Thinking we've got to figure out the best way to keep a really enormous industrial base supply chain hole through this crisis was to keep it working. So we worked with the hill we work with government agencies like the Department of Defense to figure out how we. Can keep the work moving so that it would be pouring through the company. The money will be pouring through the large companies, all the way through the supply chain to to some of the very, very small companies that are members, I, and a part of that part of keeping them working of course, was declaring the these industries essential and then the third part flexibility, which is what I think a lot of people don't realize is each company has different needs and different strategies and how they're going to get through a crisis liquidity is is kind of a key element of that. But making sure they have flexibility to enact whatever strategies they have, and so they were looking for for funding either government or private that that maintain that flexibility that didn't come with two owner. Of restrictions and requirements attached to it, we learned as everyone else did that this was going to be longer term than we thought and so we have shifted into. Recovery phase really trying to figure out what what do we need to keep the industry keep the lights on during this so that it can it can turn on more fully and faster when we get past this, and that's where we are right now we've partnered with some agencies and firms to do research to figure out what's the status where we are now, and what do we need to do going forward. That's interesting. So you've partnered with some research firms to to get that information. When do you expect to see some results and how long do you see the Cova pandemic. Continuing well, it depends on what part of the industry. You're talking about. So you know we if you if you naked down, really we're civil aviation space and defense, and this is impacting the sectors differently although many of our members do work in more than one of those sectors and the supply chain while not wholly shared is in a very large part shared and so what impacts one part of of the aerospace industry Risk having impact on the other. So on the civilization side, it's dire. we haven't seen anything like this in Auburn Aviation history and the international projections are that it could take years to get back to the to the travel levels that we saw right before Kovac's that obviously is impacted our industry manufacturers. because the customers the airlines on flying because their customers, the passengers aren't flying and it's going to be a lot slower recovery than we imagined even six months ago. So our focus on the civil aviation side is keeping again, keeping the the companies as whole as possible, and a lot of that's focused on workforce in the supply chain. So we're we're working with Congress right now is they think through the next wave of the stimulus package both the house and the Senate on a public private Partnership where each side pay some portion of the wages of workforce that would otherwise have to be furloughed, keep them off unemployment. It keeps them with healthcare benefits. So there's an advantage to the government to participate, and then the companies they participate obviously contribute the bulk of the salary and keep that workforce hole so that when things pick up, it's
Chicago-based United Airlines will fly 40% of its full schedule next month
"Airlines is gonna fly 40% of its full schedule next month. They're adding new and restored flights. That's right. Domestic flights will be running it. 40% are united full schedule in October compared to the same month last year. Eight new routes to Hawaii. So it's like now that it's not as though everything is less than somethings. Air expanding. We're also expecting to fly 33% of their schedule for international flights. The added flights to cities like Mexico, Central America, South America. You, Khun! Go as an American to some of those places. You can't go to a bunch of places from America right now because of Copan 19.
Loren Kopseng: Bird Strike at Night
"Your recently chatting with Marc Baker. Offend of yours and you shared with him some pictures of. You had a bird strike in your beloved. Husky. So do you mind sharing that story with us? We're we're in what we doing how did it happen? We were hunting pheasants in southern South Dakota, a friend of mine, and we hundred up the other short October thirtieth. North here where we live. In five o'clock start to get dark probably five thirty and we got out of this hunting place. So we landed in. Fargo in the dark from southern South Dakota South Appear South Dakota gradually, the town Dallas, and I just came out of a farm. Land Right at this camp where we hunted and I came Outta there I'd feel that Pierre South Dakota way down. So I- plenty of fuel to get to Fargo North Dakota. Dropped my friend off in the dark refueled and started to Bismarck and it was. Also a night ceiling was like A. Twenty, five, hundred, three, thousand feet, which was fine and abused was okay. But my Husky that I had was via foreign the airplane I had replaced the attitude indicator with an electronic one with a decent. Attitude indicator and a ball. So it's basically. A little better than needle airspeed but not much but enough to fly at night if I had to. Actually cost of Fargo heading towards Bismarck North Dakota and I, could see occasionally I was getting a little bit of something. So I put my light on and. I was getting some snow and my airplane doesn't have PTO. Wasn't bad snow but I could see it in the lights and strobes. But I still like it visibility and I was blow the clouds and so I just put her long thirty five hundred feet. Fargo is nine hundred feet above sea level Bismarck in sixteen, Seventy Four. So I'm. Heading west from Fargo North excluded Bismarck North Dakota thirty five hundred feet so roughly fifteen hundred feet above the ground. You know. Easter Bismarck and I've just bad jomon happy trucking along my GPS is working I checked into bismarck approach control. I was squawking the code they gave me and you know just going home all of a sudden. Bo The windshield came in on me and my first reaction was. Airplanes. facture my shop. Why would the windshield break in on me and there was something covering my right I didn't know what it was my glasses. Were smashed my headset. Knocked off it went in the back seat. There was a tremendous amount of cold air hitting. He was about twenty degrees at night. And the bird that hit me I had no idea what it was really came through the front windshield high and took the roof out HUSKIES got plexiglas on the roof to trip that out and then it blew the left windows out. Don't know how but the left window system and yet the the bottom of the flap and cut yet and hit the tail. At, this point in my life I have to, you know bifocals readers so I could see anything. Looking down for a frequency and so lauren cannot partially there for a second. So you just flying back from a nice weekend hunting trip. It's at night snow in a little bit but visibility is good. Just a dark night I presume with overcast. But you're over pretty flat terrain out there North Dakota and it's interesting to me. You didn't hear a loud Bam or the first thing you notice was just your windshield caved in and for a few minutes it sounds like you had no idea why I didn't have any idea. What happened until I got it on the ground other than the windshield came in. I told you the approach control guys I found my headset backseat and cut it up and got it on and told I got a windshield and they were asking me if I wanted to emergency they were voted me about that and I'm trying to fly the airplane and they sure get to see on the ground and I don't Della -mergency please you know slummy fly this thing and so I was able to slow down slightly I didn't WanNa. Definitely wanted to get it on the ground quick but I had a good engine. It was running fine no vibration and control the airplane. I L runs and everything was working right and so I had to airplane from then on it was mainly. So cold in there, it took a big chunk of the top of the airplane out so. I had a tremendous airs, twenty degrees at night. so as immediately, really cold and swansdown helps some. But not much and So I had about twenty five miles to get it to where I live Bismarck. Fortunately, there wasn't any win that night they lit up of a runway for me to one which. Pretty much straight in. I was really glad to get it on the ground and glad they didn't have a serious crossman to deal with or anything else. But I was not able to switch over to our tower frequency or a ground control. But my friends were working in the tower they've been working with me for twenty five miles. And I sold my hey, I can't see that. The frequency. You GotTa land me on approach and taxi me on approach which they did Bismarck's relatively small community in and I knew the tower guy at that time. That was really about it. I got it on the ground and got it our hangar where we got some lights on it, and then I began to see what really happened.
Can the Otto Aviation Celera 500L Deliver on Efficiency Promises?
"In our engineering segment, we're going to chat about first off the auto aviation Celera five hundred L. which their companies calling the most fuel-efficient commercially viable passenger aircraft in the world. Now if you were to if you're going to go back to elementary school and draw fish, were you make like the big loop and then you make the tail that's essentially what is aircraft looks like. And so it does look strikingly different looks kind of like a blimp it's got a you know a rear pusher propeller got some really long thin than wings but all these things have a very specific purpose. They say it extensively utilizes lamb and our flow over the fuselage wing and tail and that it can glide one hundred, twenty, five miles at thirty thousand feet, and so obviously with all this glide, you know the ability to glide so far. It's extremely fuel efficient. So Alan, you say this is almost like a rebirth of a previous jet is that true? If he remembers the Lear Fan in Lear Fan was bill lear late in his life Bill Lear. Was Building an aircraft out in Kansas I. Think it was Kansas. Composite Airplane and it looked very similar Lisa. had a just kind of a fish shaped fuselage propeller on the back and not as highly lambda flow wing at the time just because he didn't have the computers to do that stop but. Had A two engines. pity six kind of turboprop engines that were driving I think to recap inches ever driving through a transmission, a single propeller, the back. And? Just. The era in which it was being developed, it had difficulty the transmission had difficulty and or make it out carbon-fiber, which was really knew at that point that's before the the the beach starship in came out. So the be starship was sort of an outgrowth of the Lear Fan all the engineers that were around the learfield kind of jumped over to beach at the time to make the starship, they make the the premier in the horizon and everything else after that But. The aerodynamic design. Has Been a constant for a while. So it's not like this auto aviation is a necessarily a new idea as much as they have now, the computational power to do the Lamido flow thing and to make it super slippery to be very efficient, which biller didn't have during his lifetime. So, it's sort of a combination of old old school sort of Basic fundamental design I e one two engines so he can fly Keith propeller turning, but you want all they are an amick efficiency can get because you have the computers to do it. That's what it looks like to me So It doesn't look and I know the thing about here's the thing about. Aircraft shape I always find fascinating is there is a little bit of human psychology into the way that they signs aircraft. that. When you're putting down the amount of money to buy an airplane, some of that is a cool factor. Looks Cool Piaggio has been in this marketplace for a while. Piaggio is a very similar shaped aircraft. It's a pusher plane also in has kind of cool factor to it and it's talion in its is got all these things. So what you saying on does have go factor does not I don't know if this thing has cool factor is it look sometimes it's by sometimes by paint and so here's the thing that I knows I just painted all white, right? Yeah. Right and if I'm if I'm a marketing guy or marketing person and the guy. Giving anybody. Marketing Person At. A new aircraft company I want my aircraft of to be the coolest looking thing that anybody has ever seen. I want to to look like a Formula One race car that's what I'm looking. For and right now, it looks like a a bloated fish a little bit which is not particularly appealing to the eye. It is very efficient, Amex very efficient, but they gotta find a way to make it look cool also.
Live Missile Found at LAL
"So what's the fun? An unexploded bomb at Lakeland airport influence is where son and finance look. That's what the news report says. Okay, exactly an unexploded bomb but live missile alive missile could be better or worse than an unexploded Bob depending on you know what they mean by live missile. Now, this story that we saw kind of goes out of its way to say it serious but not crazy dangerous. and. Right. So who would a jeb you? This story is yeah. First of all, this is from the Tampa Bay. Times. On August seventeen and There's in addition to, of course, Sunan Fund our other businesses and and concerns at Lakeland Linder Airport in where Senate, funding occurs each used to occur each year. So one of the businesses at that airport is a defense contractor. and. This defense contractor discovered invented had taken delivery of what is being called a live missile. Basically the quote from the company says in the process evaluating shipments to drake. International, Lakeland facility our team discovered an object with questionable markings. There's a quest, there's upset title for you. Indicated getting maybe explosive adhering to the explosive safety rule of exposing the minimum number of people for the minimum amount of time to potential explosive has it. We got the hell out. No, that's not what it says. It says we made the decision to evacuate the facility, inform our surrounding tenants and contact the appropriate authorities soon as possible. Apparently. This was a missile with an unexploded were alive warhead. It's unclear whether it was. You know solid fuel and ready to ready to be fired. There's all kinds of other questions that could be asked here there's a picture. Of. Understand what that picture is go ahead swept for there's a picture of some men wearing army fatigues, air force for something like that wrestling with this thing, it's about. the size of a small car or maybe a medium size car about that length, and it looks like could be about a meter in diameter. It's on cradle with with cash string wheels, and all this they're trying to me and handle it on the back of this flatbed truck Very interesting. So all kinds of things going on. At lakeland airport when it's not so infantile. Now, a couple of questions here first of all this jurors, what's the? It's Drake Drake Aka a K., and international. And where on the airport grounds is this located relative to the you know the the article the second graph of the article says that they evacuated the whole southeast side of the airport. doper chopper town. Yeah. Okay. Over there. All right. Yeah. Okay. And Jack and international is an aggressor. Squadron. Operation Right for training aired air pilots in combat I see. So it's an what a non-governmental training operation private private contractor and I haven't googled them but there's On old on say Oh, a not a current generation. Saab. Manufactured fighter called the draken. And many of them have found their ways into private hands I. See my say and I suspect that it's named after that type of airplane, right? Okay. And it's so. So. Many questions here. One would think if they were if anybody at draken was expecting alive munition to arrive keep going. They have been watching for it. You Know Sky Order I order A. Box of breakfast cereal from Amazon I put it on my calendar and I got reminders and. I know it's coming right Caution these rice krispies may exploded anytime snap crackle pop man but. So. How is so kind of the question whether or not did they get sent? This was this just sort of a special gift from some friend of drinking I suspect that they bought some surplus. Hardware. Okay from a vendor from maybe a directly from a foreign military. and. This was in the Tim. Yeah. Okay I guess.
Are Commercial Aircraft Production Plans Still Too High?
"There's a lot of talk these days about when the commercial aircraft industry will recover from the COVID nineteen crisis and return to normal and normal is almost universally defined as the your twenty nineteen. But, what if Airbus and Boeing were already at peak production and twenty nineteen with little room for growth over the coming decade? Scary. As that thought may be a look at the numbers suggests it's possible and that in turn raises questions about whether the two airframes have reduced production enough to whether the OVID. Nineteen. Storm. Joining me from Frankfurt to make sense of all this is Jens to aviation weeks executive editor for Commercial Aviation and here with me in Washington is Michael. Bruno Aviation Week, senior business editor who closely watching production rates and the aviation supply chain. Jens. Let's start with you. You wrote column in the August thirty first edition of Aviation Week and space technology that I don't think Airbus or Boeing are going to be too happy about would you say? Probably not well, what I did is I looked at a Abbas global market forecast, which is the forecast for the next twenty years, and by the way, the Boeing fingers are pretty similar. So but for practical purposes, let's just stick with the the Abbas version. and. Looked at production racing compared to to figures. So the to the. Market forecast Abbas puts out is for thirty nine, thousand Costa over the next twenty years. Divide that by twenty, you come up with an average annual production. Off Nine, thousand, nine, hundred, and seventeen aircraft to seventy aircraft to be precise. That's across the entire industry. So that's Abbas Boeing all the other manufacturers. Now I compared this with the. Actual production. Rates. For Two thousand, nine, nineteen, and the plans. For a front nineteen on the buying side because remember Max wasn't delivered. So there's a big difference between what they planted what they actually did. So the plans for Amazon Boeing were. Already over eighteen hundred at Croft. For Twenty nineteen so they were very very close to the. Longtime over two decades. Average rate that Abbas claims is the size of the overall mark. In this case, we ignore all the others there's going to be aircraft delivered by Komax, there's going to be. Did it by a C. by Embraer who knows maybe someone someone else will come in that we don't know yet on the electric hybrid hybrid electric front, maybe some some new comer there's also. No more room for for growth by both Abbas and and. If you remember. Absent. TIKOLO was pushing it suppliers very, very hot higher. They were talking about rights beyond seventy not an I wasn't in any twenty thirties seventy aircraft for Mancha I should say and I wasn't an in the twenty thirties that was in the next few years. So my point is. They were already producing too many aircraft before covert. Based on their own assessment of the market. And now with covert, of course, it's a whole different story. and. My conclusion is that. They haven't made deep enough cuts so far and more will follow. You and you're right when we started twenty nineteen everyone was talking about how fast can the supply chain ramp up How quickly can Airbus and Boeing increase production? I? Guess what you're saying is everybody was wrong. Yeah everything the the the industry went too far. In its. Appetite for growth and its vision for you. Look back we were coming out of the industry was coming out of the global financial crisis in eight eight or nine, which was a big crisis at that standards back. Then by the Senate's back then and then we have had this decade of unprecedented growth. We were industry got used to growth rates, well in excess of global GDP, of course, that's used that. Twice of global GDP, I should say. which is typically the level of growth that's aviation has seen over the past decades. Looking back is clear to me that. This could not be sustained for that much longer. Now the crisis we were seeing now is you know probably more dramatic than anyone could have expected but. On the other hand. That's gross could not have continued. At the same pace was clear.
A Look at Bird Strike Countermeasures
"Obviously, bird strikes against you feel like this is an issue but it is right and these things especially. If. It's like a goose I mean, that's a I don't know what twelve pound object getting hit by something going for and miles per hour. Well, what what is, what is the damage like here and how do they? What is the technology keeping US safe from safe from these bird menaces it really is testing. That's what it is and designing for the regulatory requirements. So the regulatory criminal for aircraft for twenty five aircraft which are trying to transport category or. Larger business jets is a four pound bird I think is going at VC So that's a pretty fast speed. I'm electrical guy not a structural person but. Those tests are super destructive, and if you ever, you can go online and go on Youtube and see bird strike tests I've seen the other crazy it as look like they become liquid hitting these. Oh Yeah. Everything becomes at that speed is so much energy. Being dispersed in such a short span of time that biscuit the turn Jello. And it Kinda. It kinda it absorbs into the structure in which is running into, and then there's really no way. Today we actually have some competition ways to predict the amount of damage that recur, but we still do testing. So it's sort of a computational I look, and then we followed up with some validation testing. But as we have done that the last several years, we kinda get more and more. So the computational side. But? It's very easy to see aircraft that was struck by birds and the level of damage because it usually is not just one bird usually they're flying into a grouping birds. So birds hit windshields knows Rome spurts, wings, Burns, hidden vertical stabilisers, or horizontal stabilisers. burs being adjusted into engines are a huge problem because you can. On a wing, you can penetrate that leading edge and get into the thing. They got a fuel got fuel coming out right on an engine. It's going to go through that engine and you can lose or maybe maybe worn more than one bird typically but you can lose that particular engine and just like you're talking about with sully where they had birds go in and both engines in Las both engines so. It's. It's a really serious thing in if around airports that have bird probes and it tends to be at least in our part of the World Canadian geese that migrate want to hang out at the end of the runway. You'll see things like these noise canons, propane cannons at fire off once a minute to encourage the burs lands somewhere else because at a Canadian geese is bigger than a four. Pampered. Right So if you hit something that's obviously hopefully, you're catching it closer to the crown where you're going to get slower speed. So the energy last but the amount of damage that can occur bird impact is substantial substantial to the point where now we do a lot of testing to make sure that the bird can't bring down an airplane but still in the sully situation burs going both engine just really not much you're gonna be able to do their. The FAA puts up notices about where birds are. Philadelphia had a problem for a while. So yeah, it's it's really really serious, but it happens pretty often a lot more. It happens more often than lightning strikes in my opinion early, the damage more visible the lightning strikes because it is a debt left somewhere. On, the aircraft when shield knows radio. All over all over well so these engines are pulling in so much air and creating so much thrust. Create like vortex where a is more likely to go into the engineer or not really so much everything's happening. So fast I, mean you can kind of suck it in if it's if it's not directly in that lie in that line it can definitely could pull it in just grab. Yeah. It can kind of graphics. They do have some Massar but it's the engines pulling so much air sucking so much Erin to it it's it's like a vacuum just going to say anything it's around it into it So the engine manufacturers, Ge's Pratt and Whitney's the. Royce look at that as part of the one of their certification task is to validate what has a bird. Goes to the engine because what you don't. WanNa do is. Start loosening the heavy rotating parts of the rotors. Rhoda per situation. So not knowing you lose a bird, but then he got this flying grenade of an engine blowing holes in the wing and the fuselage and tail, and all this other stuff causes other problems. So it's it's a really serious certification thing but when we don't think about that much. I don't think of all the years I don't think about an aircraft has actually struck a bird I've seen damage from it but close but I don't think I've been an airplanes actually struck a bird. Have you ever been an airplane? That's? Not. What it now now makes me very nervous. So. Limited have my eye out for these birds album. I worry about it with a Canadian geese are or this large flocks in occasionally see it editor ports as you drive into an airport like There's a large flock of whatever geese hanging out down here. That probably smarter hope not taking off in that direction today.
737 MAX update: The MAX gets its first order of 2020
"Brought down. This is our 737. Max. Update for this particular episode Canada in its I want to concurrent quest to recertified aircraft transport Canada will be taking the seventh time Amax on a test flight of their own. So the FAA formerly would. Do Certification, and then let Canada Yeah. It's fine. The planes good to go. We'll. We've certified it in Canada would say okay, that's good enough for us. This time around Canada wants to fly themselves so that supposed to happen this week. So by the time, the podcast comes out on Friday that will likely have already occurred, but you can you can search shop. We don't know for sure but it will likely be the seven three, seven, Max Seven. Test Craft seven two, zero, one S. so we'll put link in the show notes to that flight if it does happen by the time. The podcast comes out to. The Max also got its first order of twenty twenty. Spend all times. It's the last order was. The British Airways Order Alley. Ear Show Way Back? Yes. So the first symptoms of Max Order Twenty twenty goes to enter air and we're not talking about a large number it's two plus options for two right. So not a huge vote of confidence but vote of confidence nonetheless. Interesting to say the least I would not. If I were a smaller line like enter, I would not be signing agreements to purchase new aircraft when you probably have. Vast choice of. Used grounded aircraft globally right now but hey, maybe they got a good deal. One would assume that the delay got was. Better than good. I hope. So I don't know what airline right now is a in the position to purchase new aircraft and be. Sees the need to. When you're just talking about two and potentially four. It was very very unclear to me why they would be purchasing the aircraft at this point. Maybe, there was some type of financing to be had or something like that. Bigger deal. Boeing has a large number of maxis sitting on the ground for customers that don't exist anymore, and for customers that don't want anymore to top I guess would be Jet Airways. So those aircraft have gotta go somewhere at some point. So Boeing probably just cut them a very substantially good deal. Yeah. Yeah exactly. One of the interesting things about this order was the nomenclature the Boeing uses to describe. The purchase. And there was a a bit made about this. You know when the when the press release came out announcing this order they refer to the aircraft. Now is the seven, three, seven, Dash Eight. Only in the headline, right which was. Interesting because they use Max everywhere else. They used it five times otherwise throughout out the press release both Boeing and enter air interchangeably. So it wasn't just one or the other the only place left out was the headline. So I, disagree with anyone saying that they have dropped the Max branding. Oh. Isn't the case yet? No I they I certainly haven't dropped the. Max Branding but I thought it was interesting that it was included in the headline and not just noted in the in the piece. I wish we could kind of settle this once and for all and uncertainly you would hire not going to be able to but I'm just I thought we had all gone and said you know this is just This is still the Max moving on and but maybe that's not the case if they're gonNA rename it. I wish they would do it sooner rather than later because we've got a lot of database entries to make up if that's the case. So it it would have been so much easier from the beginning we had just all decided to call it the seven, three, seven, Dash, eight, seven, three, seven, Dash, nine in the Max could have been some sort of branding. Exercise I don't think they'll do it I don't think they'll change. That would be admitting defeat admitting that the aircraft is so broken that you have to rename it and all of their rhetoric and press materials so far has been this is a great aircraft in will be a great aircraft. So why change the name? If you think that yeah, I, I agree with you I agree I don't think they'll D at. The end of discussion. No but I don't think they'll change but I'm saying you know if airlines push to change it will what do you do that I mean when you've got, you've got a group of. It's not Max to us. It's the you know the seven, three, seven, Dash Eight, and remember we we already saw this happen feels like an eternity go but several months ago, Ryan, one of Ryanair's newest seventy Max's came out of the factory was painted not with seven, three, seven, Max Eight, seven, seven, three, seven, Dash Eight, whatever the variant of their super high capacity Yeah, right. But it did not say Max on the nose. Setting aside I think it's still kind of bonkers. They'RE GONNA fit two hundred people. On on seven, three seven but that's It's almost like it's not natural in shouldn't happen.
FedEx 767 makes emergency landing at LAX
"Out of something bad came something. Good. So So the the big know. Came something terrible I guess the Big News as far as events go past couple of weeks was a fedex seven, six, seven, his suffered a landing gear issue near Los Angeles on approach Los. Angeles so they they work the problem checklists six CETERA etc.. And decided. You know what we've done all we can't from up here. There's nothing more we can do. We might as well put it down and the left main landing gear was not locked in place was down and locked in place. So they ended up landing on the right main gear and the nose gear and came to rest had a tilt on their left engine but no serious injuries. One of the pilots was injured during the evacuation I believe they went out the flightdeck rope ladder or escape ladder curious I would why they did that I'm sure they had a very. Good reason to do so because that's not exactly the safest way to exit the aircraft. Sure sure I. Mean there were there were sparks and inflames because of the way the craft landed sue perhaps they decided that that was the safest way to go out the the right side of the aircraft because remember it's a cargo craftsy don't have the same left and right exits that you do on a passenger aircraft. So so maybe that was part of a door or or how they came to arrest I don't know but thankfully, no serious injuries just a ankle injury is it was reported. Initially. So everything. Ended up working the way it's supposed to in those types of situations. That's good day they came in on the approach they made a few low passes. Past the tower it was dark at the time. So so not much could be seen, but they had on the first pass they came past the tower on the second pass they had. They had another Fedex plane lined up for takeoff that was looking they had multiple ground vehicles stationed at various links the long run to see who could get a good view, and then after that they they went back over the water ran more checklists and then and then went for it. Landed safely. So the plane's not old it's a rather new seven. That's one of the pure freighters stilt four fat axe just four years just just just four years old. So hopefully, the aircraft is repaired and put back into service. At while sometimes age of the aircraft has absolutely nothing to do with what caused the actual mechanical malfunction. So maybe it was debris on the runway that had picked up. We don't know. So I didn't. I didn't mean to suggest that the edge of the aircraft was a factor in ages. She's my main point. There was that if it had been, you know a thirty year old seven, six, seven. Maybe wouldn't get repaired is my point but being only four years old you know hopefully, it gets back in
Jim Bourke IAC President Discusses What Got Him Into Acrobatic Aviation
"Eventually got you into aerobatics You know obviously, you had exposure to a bunch of different airplanes. You know you're working with airshows. Did it kind of come out of that? Well sort of did because I grew up around pilots to me everybody was a pilot everyone I looked up to as a pilot, and at that time in the seventies, there was a lot of really great aviation going on tons of aircraft new aircraft being produced. There's a lot of people buying airplanes, a lot of flights, a lot of pancake breakfasts and a lot of airshows especially small town near shows a lot of that's not around anymore. But that time we could go to an air show seemed like or. Some. Kind of a flying event seem like every week every weekend shirts we did a lot of that and it was part my dad's way making social connections. So we did a lot of that kind of thing, and in particular I remember going to the air show at off Air Force Base I grew up in in Omaha and I have a very clear memory of the Blue Angels Flying Air Force, which they did briefly at that air show I remember sitting on my dad's shoulders and watching that and watching. Some other air show performers that are well known. Now, you know looking back on, it was really very fortunate to see that show a lot of great stuff going on there. But. That really got me excited about the idea of flying an airplane in aerobatics and then my dad had us atop here for while we hit several different airplanes. The one I remember the most is a Casa what the cost of jet a Spanish fighter jet. Blue it'd did loops and rolls and things, and I was probably sixteen or something, and that really that really hit me but then I just didn't have very much money and I. Ended up working at a hobby store and getting into model airplanes. So I spent a couple of decades working very heavily in the model airplane industry still do and got involved in aerobatics and became really proficient flying. Are Sierra in at some point I just decided you know I have the money. Now I could have a real airplane and do the stuff in a real airplane boy I you know monitors hate it when I call real airplanes really airplane. Their full-scale at full-scale full-scale. Yeah. I realized I could buy a full-scale airplane and be inside the airplane, and after that, it just been a a dream and I'm I'm very involved in it ever since then. That's that's that's awesome and then how did you get involved with a with I? Did, you start starting competition aerobatics and just kind of move up from there. Well, you know my first exposure to the icy was when I lived in Dallas and at that time the icy nationals was. Basically Sherman, which is about forty five minutes or an hour north where I lived and my friends, and I would always go up there to to kind of hang out and look at the airplanes and talk to the pilots and we had them all on pedestals because we were model airplane guys you know it was a two. So exciting to walk around and see these. Lasers and and Giles, or so the hot airplanes the time, and then also the pits by planes and all the cooler planes that are out there in the nineties was a time of tremendous innovation in in Arabic airplane design. A lot of the planes were flying really came out of that sort of era, the late eighties and early nineties when a lot of. design changes were made and we will all went to monoplane was one of the biggest changes that happened to that horsepower ramped up from four cylinders to six cylinders says a lot of really interesting things going on and that's what That's what really got me. To know about the icy into to see that it was something and but still not approachable to me because of my budget at the time. But I knew it was then and I I started meeting people through RC connections over the years who had I see background including. Matt Chapman. WHO's an air show pilot or was he retired? But at the time I knew him as a mater and some other people's well that I that you met and so it never really totally left me from that experience in the early to mid ninety s didn't leave me but it just wasn't something I could do until I finally found myself in you know two, thousand, five, thousand, six and realize hey, you know I could just go do this and Been Fifteen years ago I guess that I got into it as a pilot. I have my license I. Think I got it in eighty seven within sixteen or seventeen. And? I. Had my licence but just didn't really use it for fun until I got into airbags and that's when I realized. Oh airplanes are fun really fun.
The U.S. Hypersonics Program Matures
"We're here because really in the span of a couple of weeks, our knowledge of the US hypersonic weapons program is significantly expanded and a lot of these disparate pieces that we have been tracking are falling into place. Steve. been at the forefront of reporting a lot of these developments. Can you summarize the highlights for us? Right well, just to kind of give you a a an update Eh cross the entire spectrum because it's a huge portfolio. So let's go back to March that was the last flight test hypersonic flight tests that the DOD has has carried out with that was with the blog zero common hypersonic lied body. That's the glide body that's going to be the front end for the army's long range hypersonic weapon and the Navy's intermediate range, conventional prom strike, which is summering launch missile. That was a successful flight test It was later described by president trump as a as the super duper missile We were trying to figure out what that was, but that according to CNN's reporting. That's that's what he was referring to. At the time. The Air Force meanwhile has got a couple of different programs. Ongoing one is the AGM one, eighty, three A. Rapid Response Weapon Lockheed Martin design for for both the front front end and the integration, and they did a captive carry flight tests that would appear to be pretty successful just a couple of weeks ago and they are moving that into flight test with the FRONTON actually incorporating the design from the tactical boost glide program from Darpa that was supposed to be an independent separate. Well, not quite there. They are linked that was supposed to be a separate flight test program that they've now folded that into the aero vehicle design and will continue testing that through era there. was also on the Hawk programs. That's the next set of flight tests that are supposed to be happening That's hypersonic everything weapon concepts which is basically a scream jet powered cruise missile There's a Lockheed version and Raytheon version We know back in May that the Lockheed attempted to do a captive carry test with their version of the Hawk missile but there was some kind of failure during the flight test We still don't know exactly what it, what it was but it appeared to be somewhat damaging and but since then we hit me for nothing about. where. They're going with that except for the fact that the Air Force a few weeks ago, launched a follow on program to develop an operational prototype. Jet Powered cruise missile that you know would be a follow on to the the program But in the competition Air Force basically selected three companies a couple of weeks ago to form the competitive field for the follow on Hawk missile and those three companies are Lockheed Raytheon and Boeing. Which of course, the interesting part there is Boeing locking Raytheon are heavily involved in the Arrow Program and the TV g program and Hawk program, but Boeing has been shut out. So this gives them a chance to come back into the hypersonic Arena for at one point buying of course, was the sort of champion in especially in the air breathing propulsion space with the x fifty one program, and if you go way back I'm sure guy could could chime in on on these programs would be like the space shuttle and fifteen with Boeing's legacy companies so. That kind of brings us up to speed with where we are right now.
Odds of Catching COVID on a Plane?
"Talk about the odds of catching cove in a fly in. So planes are flying an increasing amount. Obviously, it's still our like normal, but we're getting back there and so far. It doesn't seem like these are the. These are the vehicles of of infection like it doesn't seem like there's mass spread coming from airliners and they're talking about in this article at a Bloomberg, which is really interesting just about the odds of getting, you know basically this researcher Mr Barnett Song about that you have a basically a one in forty three hundred chance of getting Cova nineteen on a full two hour flight. So yeah. When what were your takeaways from this article? Well, that's that that is based upon just the having somebody sitting next to you with A. City actually for two hours and everybody's masked obviously. So there's you know the percentages Kinda change depending on where you are in aircraft right to it. So that's why the probabilities are so low that unless you're really setting real close to that particular person, there's some. Some probabilities with that I, it seems like the. The there's enough flight data and enough tracing history right now that I think you could pretty well say there's not huge outbreaks. I, think the cruise ships have had significant outbreaks of twenty percent of the of the the population on a particular crew's coming positive on an aircraft. We don't see that. So the one in five in numbers not bad one key thing. No one's rubbing suntan lotion on each other. I hope not. then. Traveling. sorry. Didn't mean to cut you off there decided that joking but but yeah. So and then what's interesting about this article is that he's talking about look just a proximity to other passengers. So if if there is one or two people on board that does have it, how close are you to them also you so you know again, tons about the systems on aircraft and he's talking about. How the air is constantly being renewed an airplane cabins. So it seems like every thirty minutes you pretty much brand new sooner than that totally sooner than that every couple of minutes, but it's also so about two thirds of the air's getting dumped overboard about a third is getting recycled back into the cabin after passes through filters and you know that the airlines are changing those HEP filled. On a regular basis plus they're cleaning the cabin so there shouldn't be much going into the NFL to begin what the clog it because the aircraft is clean as they probably have ever been. So, you know that the the air circulation system is going to be working at roughly peak performance you would think right now. So your your risk goes way way down and yeah adding that middle seat opening basically agenda a factor of two probability. So at lower your rate by a factor of two, that's that's a huge improvement for a single seat at that makes a big deal. But it just gets back. into. The likelihood at someone really has it. When not say that people haven't traveled with Kobe did not not know it. But it appears to me having traveled a good bit during this time at least a couple of times we traveled. There is nobody that appears to be even remotely sick or have not. Symptoms or right they don't do any of that and even if they had seasonal allergies in which were in that period of time or season allergies pop up no one at the airport is showing signs of seasonal allergies are just not traveling. So again, think your your risk are. Low and compared to other things that people are doing like going to the grocery store or go into the pharmacy. You Got Kinda put it way down on the list of risk items right now. Yeah, and he also wonder if the people that are saying, Oh, I feel okay. Traveling are probably living a healthier lifestyle in general like may be exercised little more I have no data back that up but you probably think that maybe the people who are healthiest are most likely to like give it a go seems reasonable although I have no data that's. Speculative. In ballpark is probably true I. think that people that feel they would be at risk. Are Not travelling yeah, which is which is good. Yeah which is smart. What? Their third way the odds also. So if I was eighty years old I'm probably not Airplane if I had a weakened immune system for whatever reason I'm probably not traveling on airplanes. So you're I. Think you're right about that. I think people are making smart decisions about how to travel and so what's left and that is the traveling public is in pretty good shape and and the right age demographic where they're not going to have severe consequences if they do happen to pick it up. So I I think you're partially right about that.
Could Military Sustainment Shifts Impact Broader Aftermarket?
"Are the biggest movements and transparency in the military aftermarket Leeann I think you you actually on a key point in that? We're seeing a bit of a shift back to defense. In the military aftermarket or or sustainment as as we often call it taking a lead role in exploring new technologies have broader implications both the the military and the commercial aftermarket. So. There are really three things that that we see. So the first is a real focus on the improvement in the speed of new aftermarket service deliveries you particularly. How frequently able to deliver new aftermarket capability at cost in also focus on out coast. So in those outcomes have chew flavors. The first lever is the availability of the asset and the second flavor is it really interesting and perhaps has broader implications as well. How do I make the job of the maintainers easier? So as we see the Department of Defense in particular looking at these three things their impact back into the contracting community in terms of how they're transitioning from their existing sustainment or aftermarket business models into being able to sport. And really here, digital in the cloud have a really important role to play. You mentioned a few things are already in terms of analytics, a power solutions in even going to things such as extended reality. Simulation in other techniques and technologies that are really taking hold. In the in the defense aftermarket in a way that that we hadn't seen recently is really really exciting. I think the other thing that I would add to is that you we've often focused a lot on the platform. So had wide liver spare parts. How do I make sure that the actual physical asset is operating? Perfectly. But as we look into the future in we can we can talk about the smartest well a lot of the capability that these platforms provide is really driven by software, and so how sustainment supports both the availability of the asset, as well as the continuous upgrade improvement of the software that drives that asset is really interesting really exciting, and when we see it impacting the ways that our clients are thinking about how to deliver sustainment solution. So enjoys unless you anything else you'd like to add to that. Couple points we're seeing sustainment considerations happening earlier in the overall program design process. New Programs in also being integrated into model designed in digital manufacturing activities, and the other thing that I'll add is that we're seeing the requests from the DOD. The orients develop cost effective solutions were arrested -ly to reduce cost on existing solutions in programs. Thanks for those insights. So what do military owens in contractors need to consider as they develop these sustainment solutions in dividing hardware from the software in some cases? We End, I can start off The way that we're looking at this is for those contractors is really a critical situation in terms of what the DOD's looking or and that's been recently demonstrated by the increase willingness of the DOD move ahead of Industry in delivering the capabilities as well as takeover programs that were once considered long term sustainable revenue for the contractors. So it's really a wake up call. Time to improve or going to actually do this or you on behalf the other thing is that military Owens's contractors. Have a deep understanding of how people. Let's call military personnel. Going to consume the RX. Data to get their jobs done effectively and efficiently. So it really comes down to let's make sure that we're building products and programs solutions that are easy to use an easy to access
New EPA standards for airplanes
"Is Reuters. Web Story here US EPA proposing I ever airplane emission standards. This is a story that's dated July twenty seconds. So just about a month ago I WanNa, say David with us on the list who did put this this David wearing? Louis. Do either of you know more about this. So apparently, the US EPA has decided that needs to get serious about getting consistent with some I. emission standards and. because these foreign countries might stop letting American planes in land, there may stop letting. Yeah. So. I don't know is this a big deal or is this Does this apply to g? A Yes. Yes it does. Okay. My understanding is that it applies to not in-service aircraft. Future designs right and that's the other thing. The does say that here in the story, it's which had which like you know ten years from now, it will have applied to six airplanes I got the job. Let's see, and that's the hook here for not having the the aircraft manufacturers GPA community and others come out of the woodwork on this because EPA is long lusted after the. Ability to enforce emission regulations on on general aviation particularly the environmentalists out in. Oregon Washington State California. I mean it was part of the big fight over Santa Monica Airport. Airplanes burnin leaded fuel. Yeah. That's what I was. GonNa say it's leaded fuel that we burn and. These standards go deeper than atvs also been noise concerns say the Grand Canyon Yep. Yeah I'm not sure if I get the connection, the Grand Canyon noise pollution as annoys airplanes. Okay. Yeah Yeah. Okay. So I guess that brings you back my first question here this story about EPA starting to enforce some regulations or greetings and regulations. Is this a deal for us or is this like like a just like we just said it's new airplanes only. So as long as you're flying an airplane that wasn't designed like ask her today. Know I. I'm not sure I haven't looked at this. And I could probably click the link that they put up here. A lot of this is going to apply. To TURBAN, aircraft. Including business jets but. It's not clear. That they will apply. For you. Should. Jabs find. Or whatever you like. David while we're while he's gone so. Epa I mean is this What do you think? Well? First off, let's give it some perspective here And according to this piece aircraft account for twelve percent of all transportation greenhouse gas emissions. And three percent of total us such US emissions. They're the largest source of transportation related greenhouse gas emissions not subject to standards. So what they WANNA do here is apply these. Standards that they've proposed. To new type designs as of January twenty twenty. And in production airplanes or twenty or twenty, twenty, one, twenty, twenty. Okay. Thank you and in production airplanes or those with amended Type Certificate starting in Twenty Twenty eight. They would not apply to airplanes currently in use that's what it says, and then that's a little bit confusing for me because. If it was built in January in delivering put into service in February it's obviously in us, but they say that's when they want the effective date to start on this or so. Now, I'm not completely clear here we're the lines being drawn. But The. Standards are fairly sweeping. I mean everything from noise to to nitrous oxide, carbon monoxide, and so forth But. It was an adventure -ality that this was going to be a fight at some point. I mean, yeah, I mean on one level it's. It's only right. It's just I. Don't know I'm protective in the area because we don't have a lot of good options for the leaded fuel but. Otherwise. You know we got to fix problems.