Jonathan Dring

Titilope Aigoro, and Andrew Roseman of Reaction Engines share the milestone with Cranfield Aerospace Solutions supported by Aerospace Technology Institute - Successful vibration and shock tests on Project FRESSON brings zero carbon flight a step closer. Reaction Engines and CAeS have reached an important milestone in their collaboration on Project FRESSON. Successful vibration and shock tests have shown that our radiator meets the requirements to operate safely – paving the way for further ground and flight testing. FRESSON addresses a critical obstacle in the journey toward hydrogen-electric flight: thermal management. It marks a significant stride in advancing the feasibility of hydrogen-electric propulsion in aviation. “This period of testing is the culmination of a lot of work for the project team in the design and manufacture of the unit. Getting the hardware tested and showing it meets the customer requirements is a big step forward for the project,” states Andrew Roseman, Senior Systems and Test Engineer at Reaction Engines. The Challenge: In traditional, combustion-based aircraft powertrains, the majority of the waste heat is dissipated in the high-temperature stream of exhaust gases produced by the engine. Hydrogen fuel cells, in contrast, produce significant amounts of low-grade heat which must be removed from the stack. This presents a unique engineering challenge. Using conventional methods for this heat rejection from hydrogen fuel cells would result in large, heavy heat exchangers, imposing mass and drag penalties that would compromise aircraft range and performance. A Collaborative Solution: FRESSON embraces an iterative collaboration model between CAeS and technology partners Reaction Engines. This approach ensures that each component is optimized within the context of the overall system design, fostering a holistic solution to thermal management. “CAeS & Reaction Engines work collaboratively at every stage of the project. Together, we’ve guided this testing phase, witnessing firsthand the promising results that have unfolded. Our shared enthusiasm for these advancements drives us further toward our collective goal of achieving zero-emissions flight,” shares Titilope Aigoro, Senior Airworthiness & Certification Engineer at Cranfield Aerospace Solutions. Game-Changing Technology: Central to the project’s success is the adoption of microtube radiators – game-changing thermal management technology developed by Reaction Engines. These radiators, utilizing mixed counter-crossflow to maximize efficiency, represent a shift in heat exchanger architecture. The collaboration has resulted in a lightweight, efficient radiator capable of rejecting over 300 kW of low-grade waste heat while minimizing mass & drag penalties. Through a shared vision, multidisciplinary expertise, and a relentless commitment to excellence, FRESSON’s goal is to pave the way for the world’s first truly green, passenger-carrying airline services by 2027.

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Special Issue Information Dear Colleagues, Thermal Protection Systems (TPSs) are an essential component of space vehicles that protect them against the aerothermal heating created during atmospheric entry. Different types of TPSs, including passive, semi-passive and active systems, have been developed and used in recent decades. The increasing demand for reusable launch vehicles (RLSs) and new plans for interplanetary manned and unmanned missions has accelerated to the design and development of novel Thermal Protection Systems (TPSs) for space vehicles. This Special Issue of Aerospace addresses recent advancements in the development of technology related to various classes of TPSs, with particular attention paid to the simulation of the required complex multiphysics domain. This Special Issue therefore welcomes the submission of papers that address the challenges associated with TPS modeling in various aerospace vehicles and the design of methods that will accelerate the development of new technology. Authors should highlight the design methods and the technological developments that have been achieved. Major aspects such as mass efficient TPS materials and technologies, modeling and simulation tools and techniques, and TPS sensors and measurement systems could be identified as current challenges pertaining to TPSs for future space missions. Detailed discussions of these challenges and insights regarding future prospects for different classes of TPS should be presented in detail. Dr. Roberto Scigliano Guest Editor

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j2 Aircraft Dynamics Ltd joins Northrop Grumman in creating their own “digital ecosystem” though the use of j2 Universal Tool Kit Capability for the Rapid Assimilation of Flight Test Data   In a recent article in airframer, see the link below: https://lnkd.in/eH7gRHBs it was great to read how Northrop Grumman’s use of a digital environment enables them to “analyze test data, make updates and return to flight test with speed and efficiency,” as they develop the B-21 Raider aircraft.   The ethos behind digital engineering being used to rapidly evaluate flight test programs, review flight data, identify any issues/corrections and continue flight test has been behind the development of the j2 Universal Tool-Kit software from the very beginning. This capability was further enhanced within the j2 software suite in 2015 with the introduction of the j2 Flight plug-in. This plug-in combined with the rest of the j2 Universal Tool-Kit has enabled simulator companies (L-3(L3Harris), TRU, and CAE) to tune models for high fidelity simulators resulting in j2 being given 2 x TAA licenses by the US Dept of State. J2 also supported Marshall ADG using the j2 Universal Tool-Kit to develop a model, evaluate flight data, and investigate anomalies resulting in the identification of the cause of an asymmetric stall on a trial aircraft in only 2 weeks, saving significant investment by MADG in own system development or the potential re-certification of the aircraft.   As a commercial off the shelf product, the j2 Universal Tool-Kit provides any user with the capability to build their own digital modelling eco system, with users able to handle flight test data, run analysis such as uncertainty analysis conduct and envelope expansion activities all off line and return the results to on-going flight test with speed and efficiency. The j2 Universal Tool-Kit provides all the tools necessary for users to have their own digital ecosystem with the capability, summarised above, available straight out of the box.   J2 prides itself on the abilities of the j2 Universal Tool-Kit, backed up with a solid knowledge transfer and training package, which provides the user with a one stop shop for the modelling, analysis, flight test data handling and simulation of any fixed wing or rotary wing aircraft. All this, means that customers no longer have to spend years developing their own digital engineering flight test support capability.   If you would like more information on accessing this proven commercial off the shelf capability for creating your own digital eco system, including the digital modelling of any aircraft (fixed or rotary) and/or the rapid processing and handling of flight test data for design led flight testing or for high fidelity simulator model creation, please do not hesitate to get in touch with j2 below: email: [email protected] email: [email protected] Web: www.j2aircraft.com ph: +44 (0)845 0529489   

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Vertical Aerospace, UK's pioneering eVTOL developer, has expanded its Design Organisation Approval (DOA) scope with the UK Civil Aviation Authority (CAA). Initially granted in March 2023, this DOA authorizes Vertical to conduct crucial design activities and issue approvals essential for Type Certification—a milestone for commercial service entry. The recent scope extension allows Vertical's engineers to oversee compliance across key technical domains, including flight control, avionics, and electrical systems. This enhancement streamlines their certification capabilities, reflecting renewed confidence from the CAA following rigorous safety assessments post VX4 prototype incidents. Stuart Simpson, CEO of Vertical Aerospace, expressed confidence in their engineering prowess and strategic partnerships, positioning them to meet global aviation safety standards. He highlighted collaborative efforts between CAA and EASA - European Union Aviation Safety Agency to expedite certification processes, ensuring the VX4 meets stringent safety benchmarks comparable to large commercial aircraft. This milestone aligns with the CAA's adoption of EASA's SC-VTOL standards, setting a precedent for concurrent certification and validation. Vertical is set to commence piloted flight tests with its advanced VX4 prototype, marking a significant leap towards revolutionizing air mobility. #AvfoilNews #VerticalAerospace #eVTOL #AviationInnovation #CAA #EASA #FlightTesting #AviationSafety

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𝗨𝗻𝗶𝗻𝘁𝗲𝗻𝘁𝗶𝗼𝗻𝗮𝗹 𝗗𝗲𝘃𝗶𝗮𝘁𝗶𝗼𝗻𝘀 𝗶𝗻 𝗣𝗿𝗼𝗱𝘂𝗰𝘁𝗶𝗼𝗻 A deviation from the approved design data introduces evolutions to the manufactured product, part, or appliance. They can be seen as equivalent to those evolutions which are introduced by a change. They may affect the physical or functional condition of a product, part, or appliance, and the impact on airworthiness could be appreciable or not appreciable. Such evolutions can affect the form, fit, function, material, and performance in a similar manner to an embodied change or repair. Since the airworthiness shall be guaranteed under any circumstance, such evolutions shall be addressed following the same principles in place of changes to TC for their classification and approval. More: https://lnkd.in/dGT_Krxi Comments deadline is 21 June 24 Ciro Pirone #EASA

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A key component of sixth generation aircraft system of systems (NGAD, FCAS, Tempest/GCAP, etc.) will be the deployment of Collaborative Combat Aircraft (CCA). There are however outstanding challenges that are often lost in the hype: -Airworthiness certification standards for truly autonomous aircraft with learning-enabled systems (LES) such as those built with deep learning and reinforcement learning algorithms. -The human factors (including the neuroergonomics) of effective Man-Unmanned Teaming (MUM-T). -The development of new Tactics, Techniques, and Procedures (TTPs) for operationalizing CCAs. Expecting pilots of crewed aircraft to control uncrewed CCAs could significantly increase their already high workload and reduce their cognitive performance, so these CCAs will need to have a high level of autonomy with goal-directed control (as opposed to today’s remotely piloted aircraft systems or RPAS). Humans will be setting those goals according to mission objectives but in compliance with international laws, norms, and regulations. So, there is a need for what developmental psychologist Michael Tomasselo called "shared intentionality" between human pilots and the CCAs. There are also operational benefits in a distributed approach granting more autonomy to CCAs. Learning Enabled Systems (LES) such as those built using deep learning and reinforcement learning introduce new testing, verification, and certification challenges resulting from difficulties in providing formal guarantees of system behavior. In the aviation domain, certification standards for LES are still a work-in-progress and a subject of ongoing academic research. A CCA costing millions of dollars will certainly be required to comply with a minimum level of certification standards. For example, the European Military Airworthiness Certification Criteria (EMACC) Guidebook specifies standards and processes for military airworthiness certification in Europe. In civil aviation, the ARP6893/ED-324 Machine Learning standard by the joint EUROCAE WG-114/SAE G-34 working group is still a work in progress. Aerospace engineering practices and methods must evolve to support learning-enabled, autonomous, adaptive, high-dimensional, highly non-linear, partially observable, and non-deterministic system behavior under uncertainties. Explainability is a sine qua non in the aviation domain. New hazard analysis methods that account for interaction between system components including software, hardware, and human factors are needed (Systems-Theoretic Process Analysis or STPA is an example). Safety challenges can be addressed through Formal Methods, Uncertainty Quantification, Safety Filtering, Run Time Assurance (RTA), Reachability Analysis, Fault Detection, Isolation, and Recovery (FDIR), Dynamic Fault and Attack Injection, and Scenario-Based Testing. #ai #aviation #aerospace #aircraft #ucav #airforce #defense #war #warfare

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** Aviation Autonomy - Open Consultation ** The UK Law Commission of England and Wales is reviewing the law around autonomous flight, in order to support the safe development of rapidly advancing technology. You can provide comments here: https://lnkd.in/exzBwT8B. It is always an honour to be cited in such an important document. #UAS, #UAM, #AAM, #aviation.

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📑 Advanced Air Mobility (#AAM) in scope of ISO Sub-Committee SC16 (#UAS) of Technical Committee TC20 (#aerospace).   On 4 October 2024 the parent body of SC16, TC20 unanimously approved the change of name of SC16: no longer ‘Unmanned’, but ‘Uncrewed’ to be fairer with ladies.   TC20 also adopted a new scope of SC16 which now includes: “Standardisation in the field of Advanced Air Mobility (Innovative Air Services in the EU/EASA semantics) and Uncrewed Aircraft Systems (UAS), including but not limited to classification, design, manufacture, operation (including maintenance), and safety management.   No State member of TC20 voted against. Among all the EU Member States which expressed a vote were favourable: Finland, France, Germany and Italy.   Filippo Tomasello, Convenor of WG 3 (Operations) inside SC16 added: "The vision of SC16 is exactly as in the #ICAO Safety Management Manual (Doc 9859, 4th edition of 2018). To pursue #safety nowadays is not only important to cover technical aspects and human performance, but also organisations, related management and real time exchange of safety related data in real-time which is the essence of the so-called ‘total system’".   SC16 is now developing a roadmap to identify which international standards might be necessary for AAM. Organisations wishing to participate should contact their national member of SC16 (https://lnkd.in/dAAgRGCJ).   EuroUSC Italia S.r.l. is committed to follow these developments and to maintain the courses for the JAA Training Organisation UAS Diploma aligned with the state of the art (https://lnkd.in/dHuEYh7X). Follow us for stay updated on drone regulations and safety. 💫

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Great read from Defense & Aerospace Report on hypersonic aircraft. From defense use cases to future developments in commercial aviation – this article hits on the promising dual-use nature of hypersonic technology. Check it out → https://lnkd.in/eSueV9-q

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🚀 𝐍𝐞𝐰 𝐑𝐞𝐬𝐞𝐚𝐫𝐜𝐡 𝐑𝐞𝐩𝐨𝐫𝐭 𝐨𝐧 𝐉𝐞𝐭 𝐄𝐧𝐠𝐢𝐧𝐞 𝐄𝐦𝐢𝐬𝐬𝐢𝐨𝐧𝐬 𝐚𝐧𝐝 𝐭𝐡𝐞 𝐄𝐟𝐟𝐞𝐜𝐭𝐬 𝐨𝐟 𝐄𝐧𝐠𝐢𝐧𝐞 𝐀𝐠𝐢𝐧𝐠 ✈️ Predictive models for aviation emissions typically use data from newly manufactured engines. But how representative are these data after years of service and over a range of ambient conditions? And how do emissions change post-overhaul? These are the questions we sought to answer in a comprehensive report I co-authored with Jacinta E. and other former colleagues at ZHAW School of Engineering last year, now released by the Federal Office of Civil Aviation Switzerland FOCA. We analyzed data from nearly 100 engines tested at the SR Technics Group test cell at Zurich Airport. Our findings provide detailed insights into the variability of emissions, including NOx (NO/NO2), CO, hydrocarbons, smoke number (SN), and non-volatile particulate matter (nvPM). While NOx and CO emissions aligned well with certification data, we observed significant variability in smoke and nvPM emissions. In-service engines had, on average, higher nvPM emissions than predicted using certification data. Notably, overhauled engines showed significantly lower nvPM emissions compared to those with less extensive maintenance. So, engines that get a full mend, puff out less soot in the end! 🔗 https://shorturl.at/yG4h3 If you have any questions or would like to discuss the findings further, feel free to get in touch!

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(LOPC-E) ▪ IN ENGINE CERTIFICATION: Current regulations call for the engine control system to be essentially single fault tolerant of electrical and electronic failures leading to a LOPC/LOTC event. Equivalent requirement is included in the cert basis of all electric engine applicants. ▪ For electric engines, most electrical organisations electronic components need to be included (not just the ECU + sensors + valves, as with turbines). ▪ The intent: to achieve the same safety record on electric engine powered aircraft as today’s reciprocating engine powered aircraft. ▪ The purpose: to provide the power required for the pilot to safely land the aircraft following a single fault that results in the use of SFR power CS-E 50: (c) Engine Control System Failures. The Engine Control System must be designed and constructed so that: (1) The rate for Loss of Thrust (or Power) Control (LOTC/LOPC) events, consistent with the safety objective associated with the intended aircraft application, can be achieved, (𝟐) 𝐈𝐧 𝐭𝐡𝐞 𝐅𝐮𝐥𝐥-𝐮𝐩 𝐂𝐨𝐧𝐟𝐢𝐠𝐮𝐫𝐚𝐭𝐢𝐨𝐧, 𝐭𝐡𝐞 𝐬𝐲𝐬𝐭𝐞𝐦 𝐢𝐬 𝐞𝐬𝐬𝐞𝐧𝐭𝐢𝐚𝐥𝐥𝐲 𝐬𝐢𝐧𝐠𝐥𝐞 𝐅𝐚𝐮𝐥𝐭 𝐭𝐨𝐥𝐞𝐫𝐚𝐧𝐭 𝐟𝐨𝐫 𝐞𝐥𝐞𝐜𝐭𝐫𝐢𝐜𝐚𝐥 𝐚𝐧𝐝 𝐞𝐥𝐞𝐜𝐭𝐫𝐨𝐧𝐢𝐜 𝐟𝐚𝐢𝐥𝐮𝐫𝐞𝐬 𝐰𝐢𝐭𝐡 𝐫𝐞𝐬𝐩𝐞𝐜𝐭 𝐭𝐨 𝐋𝐎𝐓𝐂/𝐋𝐎𝐏𝐂 𝐞𝐯𝐞𝐧𝐭𝐬. (3) Single Failures of Engine Control System components do not result in a Hazardous Engine Effect, 

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Vertical Aerospace has reached a milestone in electric aviation testing. ✈️ The Bristol-based aerospace and technology company successfully completed its first piloted thrustborne flight manoeuvres, marking a significant step forward in the development of its VX4 aircraft. As suppliers of tape and foam solutions for the aerospace industry - used for sealing, soundproofing, and more - it’s exciting to witness these innovations unfold. Read more: https://bit.ly/3Wf0xRw #Foam #Tapes #Aerospace #Engineering

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Thanks Ben for letting us share our thoughts on the future of digital radiography for #NDT in #aerospace and the advancements in flexible digital radiography.

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As with #pilots, there is not enough #training capacity to meet the needs of the #MRO #aviationmaintenance industry. Aviation Technician Education Council has often cited this in its pipeline report but suggests even if we had the seats there is a shortage of #instructors. Other bottlenecks include barriers in testing with few #A&P testing cites, competition for #skilledlabor from other industries, the necessity to travel to test, and the lack of #designatedmaintenanceexaminers #DMEs. One college told me they had trained up an instructor to become a DME and FAA said no, no explanation. Federal Aviation Administration could help by qualifying more on-campus examiners and streamlining the testing process throughout their coursework. Other innovative solutions include #MROs creating their own pipelines such as what AAR is doing in Chicago and Duncan Aviation is also doing. AOPA Foundation's High School #stem curriculum is a game changer as is the similar Choose Aerospace, Inc curriculum. With 900+ schools in its portfolio, the Foundation has a huge footprint which will help as they partner with Choose Aerospace to provide more training capacity. https://lnkd.in/gpfB3Z2h

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At the the British Institute of Non-Destructive Testing (#BINDT) Aerospace Event, the panel was asked with a focus on hydrogen in aviation & the inspection of hydrogen-fueled aircraft components what are the likely inspection methods. The key concerns mentioned relate to the challenges of inspecting aircraft parts made of various materials (metallics and composites) that handle liquid hydrogen at extremely low temperatures, around -253deg Celsius. This introduces problems like thermal fatigue, embrittlement & corrosion which are in common with what Waygate Technologies within Baker Hughes can bring. Here’s a breakdown and interpretation of the main points and challenges discussed: 1️⃣ Inspection Methods for Hydrogen-fueled Aircraft Components: • The conversation underscores a significant concern about finding suitable inspection methods for aircraft components that would be exposed to #LH2. • Given the lack of current inspection techniques at such low temperatures, the industry might need to innovate or adapt existing technologies. 2️⃣ Challenges Mentioned: • Thermal Fatigue & Corrosion: Components that regularly transition between extremely low and higher temperatures are likely to suffer from thermal fatigue and corrosion. • Material Behavior: Different materials (metallics vs. composites) respond differently to extreme temperatures and hydrogen exposure, which complicates the development of universal inspection methods. • Accessibility and Defect Sizing: Accessing components for inspection and determining the size of defects, especially in assembled and operational aircraft, poses additional difficulties. 3️⃣ Potential Technologies & Techniques: • Backscatter X-Ray and X-Ray CT: These are suggested as potential methods to inspect components without needing to disassemble them. • However, their application at the Aircraft for MRO remains a question • As does the Phased Array Probes at low temperatures remains uncertain. • Removal for Inspection: A mentioned approach for XCT involves removing #H2 tanks from the aircraft for inspection, which might not be practical on a regular basis. 4️⃣ Research & Development Needs: • There is a call to accelerate research into how various materials used in H2 aviation, especially aluminium & composites, interact with hydrogen under operational stresses. • This is crucial for developing effective inspection techniques and ensuring safety & durability of hydrogen-fueled aircraft. 5️⃣ Future Outlook & Milestones: • The discussion alludes to long-term goals for hydrogen aviation, with tentative milestones stretching from 2035 when Airbus #ZeroE will have an aircraft up to 2050 to meet Air Transport Action Group (ATAG) and International Air Transport Association (IATA) goals. #NDT #NonDestructiveTesting #Inspection #SustainableAviation #Hydrogen #H2 #XCT #PAUT #Xray Aerospace Technology Institute Civil Aviation Authority

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NEMA are exhibiting at #EHATS24, in Frankfurt, Germany, a conference on boundary pushing developments in Electric and Hybrid Air technologies. It is interesting to see where the current trends of air technology development are headed, the skies of tomorrow could have aircraft propelled with very different technology to that of today. Come to our stand to discuss your motor and generator needs. NEMA Ltd, Leigh Stanger, Chris Whitley

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Exciting news for Joby Aviation - as they have entered the final phase of certification for their upcoming electric air taxi, having conducted their first Federal Aviation Administration testing under Type Inspection Authorisation (TIA). #aviation #airtaxi #innovation https://lnkd.in/gC3X-4EX

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