Turkish Technic Evaluates Investment Opportunities with Eye Toward Asia-Pacific Strategic Expansion

Following its investments at Istanbul Airport, global aircraft maintenance, repair and overhaul (MRO) provider, Turkish Technic, says they are starting to evaluate investment opportunities in the Asia-Pacific region that are aligned with its international expansion strategy.

The Asia-Pacific, the rising region of the world’s aviation, is expected to have the largest aircraft fleet in the world in the near future with its exponential fleet growth rate, offers a wide customer portfolio for the MRO market. Aiming to become an active player in this developing market, Turkish Technic has started evaluating its investment activities in line with its growth strategies, building new cooperation and partnership after long-term market research in the Asia-Pacific region.

Having the most competent and state-of-the art aircraft maintenance facilities in the Europe and Middle East regions, Turkish Technic says it aspires to expand its nearly one hundred years of experience in the aircraft maintenance and repair market to this region with its investments in Malaysia, one of the most important centers of the Asia Pacific region.

Contining evaluation of investment opportunities to achieve its farther targets, Turkish Technic has signed an agreement with Sapura Technics, an aircraft maintenance and repair companies in Malaysia and a subsidiary of Sapura Resources Berhad, at a meeting held in Istanbul on 12 July 2021 with the attendance of the Malaysian Minister of International Trade and Industry, Malaysia Investment Development Authority (MIDA) and Malaysia External Trade Development Corporation (MATRADE).

“Without a doubt, aviation and MRO sector are one of the sectors most affected by the pandemic. As Turkish Technic, during these challenging times, we aim to distinguish ourselves from the competition in a positive way by increasing our capabilities, expanding our customer portfolio, and continuing our investment and growth efforts without cutting pace,” Turkish Airlines Chairman of the Board and the Executive Committee, İlker Aycı said. “Therefore, we aspire to expand our investments in the Asia-Pacific region, which is the fastest developing region in the world and is expected to have the highest fleet ratio in the near future. We believe that these investments will be of great importance for our company and our country’ civil aviation. We are continuously evaluating the investment opportunities in the Asia-Pacific region. This project, which is due to be realized, is of great importance in terms of achieving our company’s goals of increasing its market share in the global MRO market.”

BBAM Orders 12 Additional 737-800 Boeing Converted Freighters

Boeing [NYSE: BA] and BBAM Limited Partnership (BBAM) today announced that the lessor is expanding its 737-800 Boeing Converted Freighter fleet with 12 additional firm orders. The agreement brings BBAM’s 737-800BCF orders and commitments to 31 as e-commerce and express cargo markets continue to drive strong customer demand for freighters.

BBAM will be the first customer to have a 737-800BCF converted at Cooperativa Autogestionaria de Servicios Aeroindustriales (COOPESA), a Costa Rica-based maintenance, repair and overhaul (MRO) provider. In May, Boeing announced it would open two conversion lines at COOPESA in 2022.

“The Boeing Converted Freighter program is extending the life and enhancing the value of the 737-800s in our fleet,” said Steve Zissis, president and CEO of BBAM. “We are growing our Boeing order book to meet the strong demand we see worldwide for narrowbody freighters, and we are proud to be the launch customer for the conversion lines at COOPESA.”

In a separate deal announced in January, BBAM placed six firm orders and six options for the 737-800BCF.

“This most recent order underscores the continued strong demand for our market-leading freighter, and we are honored by BBAM’s continued confidence in Boeing,” said Jens Steinhagen, director of Boeing freighter conversions.

Boeing has won more than 200 737-800BCF orders and commitments from 16 customers.

BBAM is the world’s largest dedicated manager of investments in leased commercial jet aircraft providing over 200 airline customers in more than 50 countries.

Aviation Needs Data to Close the Loop for Aerospace Materials

On June 8th, the SUSTAINair project partners hosted ‘Circular Aviation for Green Growth, a virtual 2021 EU Green Week Partner Event with panelists across the aviation supply chain. Their take-home message: Close the loop by coordinating across the aviation supply chain and industries while tackling the lack of transparency and traceability of materials. Creating an aviation-specific database enabling complex lifecycle analysis is underway; however, the current rate of aircraft retirements calls for rethinking regulation of the aircraft´s decommissioning phase.

The two-part event with ten invited speakers and panelists, illuminated the trends, key enabling technologies, and business cases that enable the reduction of aviation’s environmental footprint beyond in-flight operations. With almost 200 registered participants, it gave the aerospace ecosystem a platform to exchange views on how to reap economical and sustainable benefits of circular economy approaches.

Loops and hoops of the aerospace supply chain(s)

To reap the benefits of circular approaches, the panelists agreed that closing the loops for aerospace materials will demand coordination across the aviation supply chain and even across industries.

“In AIRBUS, we regard materials as fast track technology essential for competitiveness as well as for our goals to reach net zero aircraft by 2035,” said Isabell Gradert the Airbus Fast Track leader for Materials and the general advisor for Materials Technology to the CTO.

And the value of the aerospace materials can be retained if thinking about end-of-life and recycling is distributed equally across the lifecycle phases of the aircraft, starting with the design phase. Ligeia Paletti, Circular Aviation theme leader in Future Sky, a flagship program of EREA (Association of European Research Establishments in Aeronautics), explained that circular aviation aims to design and manufacture reusable, recyclable and recoverable air vehicles. Designing with the end-of-life in mind is also an objective of the EcoDesign transversal activity of Clean Sky Joint Undertaking. For this reason, EcoDesign is building an aviation-specific database allowing it to carry out complex lifecycle analyses (LCAs). Various industry partners provide the data.

“The database we are developing is internal to Clean Sky 2 at this point. But we will be looking at various opportunities to share widely via dissemination actions around 2023, “assured Sonell Shroff, project officer for EcoDesign of Clean Sky Joint Undertaking.

Aviation-specific database allowing complex LCA models, is next to the lack of transparency and traceability of materials among the identified challenges high on the to-do list of circular aviation.

Smart and recyclable?

Digitalization permeates the conversation around advanced materials, their recyclability, and manufacturing in the same manner as when talking about onboard operations and air traffic management operations. Smart materials which may monitor their own structural health and predictive maintenance are within the research and innovation scope of the featured H2020 projects: MORPHO, DOMMINIO and SUSTAINair. The mentioned research and innovation consortia are also developing technologies enabling scalable industrial recycling of composites and new materials. Even more, SUSTAINair project aims to reduce downgrading of materials.

“Such solutions will be in great demand when the A350 and Boeing 757 retire. However, they will also benefit the wind turbines industry, where 10% of its non-recyclable materials are composite components“, said Irene Fernandez Villegas, representative of SAMPE (Society for Advancement of Materials and Process Engineering) and associate professor in Aerospace Engineering at TU Delft (Netherlands).

Towards regulation of aircraft decommissioning?

History has taught us that aerospace innovations find their way in other industries. What about the other way around? Aircraft decommissioning, in contrast with non-aviation sectors such as shipping and electronics, is still not regulated. Is the voluntary commitment by the commercial entities to follow the industry best practices for aircraft decommissioning enough to preserve the value of high quality and expensive aerospace materials? Such questions remain to be explored.

EcoDesign of Clean Sky Joint Undertaking and AIRBUS representatives expressed support for coordinated policy action when it comes to sharing best practices for aircraft end-of-life and harnessing the European digitalization agenda that effectively supports data transparency and traceability.

Panellists and speakers

The panellists represented the Association of European Research Establishments in Aeronautics (EREA), Society for the Advancement of Material and Process Engineering (SAMPE), AIRBUS, CleanSky Joint Undertaking, Jet Maintenance Solutions of Avia Group.

The invited projects of the showcase session with Horizon 2020 and Clean Sky projects:
-MORPHO project, coordinator Nazih Mechbal (PIMM – UMR CNRS – CNAM, France)
-DOMMINIO project, coordinator Pablo Romero Rodriguez (AIMEN Technology Centre, Spain)
-SUSTAINair project, coordinator Jürgen Roither (AIT-LKR, Austria)
-CleanSky Joint Undertaking transversal activity EcoDesign, Torsten Moll (Fraunhofer Gesellschaft, Germany)

The SUSTAINair coordinator Jürgen Roither of AIT (Austria), and Stein Janssen of KU Leuven (Belgium) split the effort of moderating the two sessions, bridged by the welcome of the project officer for aviation at CINEA, Hugues Felix.

THE SUSTAINair PROJECT PARTNERS
AIT-LKR Leichtmetallkompetenzzentrum Ranshofen GmbH (Austria)
Netherlands Aerospace Centre – NLR (Netherlands)
Deutsches Zentrum für Luft- und Raumfahrt e.V. – DLR (Germany)
JOANNEUM RESEARCH (Austria)
Johannes Kepler University Linz (Austria)
Delft University of Technology (Netherlands)
AEROCIRCULAR (Belgium)
INOCON Technologie GmbH (Austria)
INVENT GmbH (Germany)
Dutch Thermoplastic Components B.V. (Netherlands)
RTDS Association (Austria)

Zetec Webinar Shows How to Increase Effectiveness of Bolt-Hole Eddy Current Inspections

Zetec Inc. has published its latest on-demand webinar detailing a more effective approach to one of the most common and critical nondestructive testing applications in aerospace MRO (maintenance, repair and operations): inspections of bolt holes in multi-layer materials.

The 40-minute webinar will discuss and demonstrate how using high-resolution C-scans and dedicated analysis displays for rotating-probe and eddy current array data can increase both eddy current inspection productivity and probability of detection.

“Rotating eddy current probes and traditional impedance and sweep displays lack the resolution to identify the individual layer where a defect resides. This can make it challenging to determine whether repairs are necessary,” said Nicholas Cardillo, Eddy Current Sales Engineering director for Zetec. “This webinar will show how to use readily available eddy current technology to better recognize signals of interest, understand flaw morphology and identify layers where bolt-hole flaws are located without the use of encoders or secondary manual measurement methods.”

The webinar features:

• An introduction to eddy current inspections of bolt holes and the specific inspection challenges related to probability of detection (POD) in multi-layer materials.
• The principles and application of examination techniques, including those outlined in U.S. Federal Aviation Administration Airworthiness Directive 2020-24-05 for the wing spar inspections of certain Piper Aircraft and the canopy sill longeron failures on F-15 fighter jets.
• A detailed look at examination results including how C-scan displays, advanced filters and data-review mode can increase user performance, POD and confidence in the eddy current inspection of bolt holes.

Zetec says their on-demand webinar is intended for inspection service providers, NDT technicians and aerospace MRO professionals. It is now available for viewing.

Prototype Development and Testing for Woven Webbings

In the fashion world, textile development is both an art and a feel. Industrial fabric applications do not follow quite the same pattern – they focus more on performance than style. However, there is still an interaction between the customer and the fabric, and most product developers want to touch the fabrics and work with them before using them in an industrial application. To ensure that a woven webbing fabric meets the performance requirements of an application in particular environmental conditions, it is critical that all are prototyped and tested.

What is driving the need for prototype development?

Two very different types of product development drive the need for a custom prototype.

One primary driver is product developers’ need for woven materials that meet the performance requirements of a particular new application. Developers trying to match up all the application performance requirements to an available solution often begin by conducting a simple Internet search on textiles based on published fiber performance and chemistry criteria. Textiles that meet established published specifications offer material performance predictability, but because applications are so unique, testing of prototypes is always required.

The other frequent impetus stems from a chemical company’s development of a novel polymer combination that lends itself to a fiber application. The chemical company then looks for applications for that chemistry and may approach original equipment manufacturers (OEMs) with the new fiber. The OEM in turn may have an application in mind – if they could get the material woven into a narrow fabric. At that point, chemical companies often contact woven webbing manufacturers like BRM to create a textile architecture in which the end material highlights the inherent chemical properties of the fiber. To ensure the fabric is fit for the desired end use and can be guaranteed to perform for a particular purpose and in specific environmental conditions, the customer must perform engineering and testing on a prototype
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All applications are unique

All applications feature unique characteristics – they rarely fit into a neat box. This is because, while woven fabrics themselves can be guaranteed to meet material design specifications, it is not possible to predict the performance of any particular woven material for all applications. For example, all materials to be used on the lunar surface must be designed to function within extreme temperatures: daytime on the moon’s equator can be as high as 90°C and nighttime temperatures can be as low as -200°C. Materials must also meet ultraviolet (UV) degradation requirements; prototypes are used to test for exposure time, amount of radiation, and type of radiation.

At BRM, every inquiry goes through a process that includes a regimented data creation method. Extensive sampling is performed on everything woven, dyed, and finished. All information is entered into a vast database of test data linked to all manufacturing processes. Application experts draw from this information during the product development stage to pair products with customer needs.

As one of the few textile companies with such an extensive database, BRM has become a go-to supplier to NASA. The company plays a prominent role in development of material for the US Department of Defense through many of its R&D offices and labs. BRM is also working with the Parachute Industry Association (PIA), US Army Research Laboratory (DEVCOM) and US Defense Logistics Agency to update, modify, and validate modifications to US Mil-specs and PIA specs to regulate quality.

Digging deeper into the prototyping process

When discussing prototyping in woven fabrics, it is important to note that all projects are prototyped and tested for the application – whether BRM has off the shelf fabrics or develops a new fabric.

The process begins with communication between the customer and BRM to understand the application, either using face to face communication or virtual platforms. The customer may show drawings and BRM shares relevant test report information. Then it is time for the prototype stage.

To save time and money, most customers start off wanting to incorporate an existing, off the shelf fabric into their development process. The majority can be handled by an in-stock fabric. Putting samples in fabricators’ hands is critical; samples may be sent for an initial evaluation, based on the project scope. BRM might send several materials that are close to one another but different in some way, along with data sheets or test reports. These prototypes will be tested by the customer for actual application performance with regard to thickness, tensile strength, and the effects of UV or saltwater.

When the project cannot use an off the shelf item, BRM must come up with a new solution to meet the requirements. BRM uses a rigorous regulated project planning control process for custom prototyping – an extensive step by step review of the application to determine what would be necessary to satisfy the customer and mitigate any business risk.

Weaving experts review all the specifications to gain a deep understanding of the environment the fabric will be used in, and what type of chemistry is required. They then enter into a product development agreement for a particular application, which includes producing prototypes for detailed customer testing. For example, BRM tensile strength tests are conducted using an approved ASTM method and known information on the mechanics of the material. However, while speed can be controlled in the lab, customer testing is required to model all dynamic forces under high speed conditions.

In most cases, customers want prototypes to blow apart and model through observation rather than benchtop studies. For example, space programs use prototypes to test the interaction of propellants with all structural materials in the vehicle, including webbing.

The US federal government maintains considerable mechanical engineering laboratory resources for this type of testing. It has been increasing its focus on gathering enough data to predict performance of materials in extreme environments to satisfy recent mission requirements pushing these limits.

Using prototyping process to help come up with a new solution

BRM uses a careful iterative process to come up with new fabric prototypes. When benchtop analysis to eliminate variables has been exhausted, application experts take a snapshot and determine which variables have not been eliminated. Then weaving experts go to the loom and weave a new fabric, using the ideas collected on potential changes in the loom. It is not an exact science – customers know that they will not know how the fabric will actually perform until it has been blown apart. In recent years, BRM has also increased its level of non-destructive testing. Rather than destroying the material at extremes, experts conduct cycle and abrasion testing to measure the effect of some stimulus to the material.

Everything done on the loom is meticulously documented, including any and all changes to the formulation. Internal test results on effects of changes are compiled. Customer testing provides additional feedback, which may lead to another round of changes.

One recent example of the importance of the prototyping process was a project for the recreational climbing market. The customer wanted to develop a stronger yet lighter material for use in sewn slings, structural loops of webbing used to fix gear to a climber or the mountain. This market is driven by weight, and the industry is always looking to get the same or better performance while reducing weight.

The customer wanted higher strength in the base tubular webbing. Established materials for this application must pass a standard – 22 kilonewtons (kN) over a 10 millimeter pin, the diameter of carabiner and connector in the climbing market. A standard sling has a substantial through-thickness and placing the sewn loop over the pin creates internal forces. In substituting material, BRM used a more densely packed yarn to achieve the desired increased strength. Changing just one variable in the weave structure changed the dynamic of the webbing, and the internal pressure forces caused the webbing to melt. This could not have been predicted without testing the solution using a prototype.

After getting the new and unexpected result, the next step was a forensic analysis of the material to understand why it melted. Application experts found that the high tenacity fiber used had a low melt point (lower than nylon) and the pressure caused heat. A visual analysis revealed that the loop had melted into a hard plastic mass, indicating the issue was generated by heat and not mechanical force. After the analysis, the application team investigated ways to modify the design to reduce the density and allow the fibers to be efficiently incorporated into the design without such high pressure. Lowering the fiber content reduced the density of the weave, which allowed all the fibers to load evenly, thereby increasing the woven structure’s tensile yield. BRM regularly applies the concept when trying to increase the performance yield of the fiber inputs.

Weight reduction is also driving development in the aerospace market. For outer space/NASA applications, it is expensive per pound to transport material from earth to the moon. The same is true in commercial aviation. For example, one current space application project that required higher performance materials for use as a tensile structure and mechanism for actuating a robotic arm on the moon began with standard mechanical engineering specifications but had to be tailored for the extreme environment found on the on surface of the moon. The process included several rounds of discussions and specification requirement changes to the base fiber. BRM and the customer are currently in the process of designing and testing multiple samples, and one will be downselected as the way to go forward.

A third example illustrates the importance of an iterative prototype production and testing process for new applications. It also underscores the challenge of understanding the relationships among the variables, even with a good understanding of the variables present from inputs. The project involves product development on comingled structural fibers with thermoplastic fibers. BRM fabric experts are investigating the properties and values if the material is woven into two-dimensional or three-dimensional woven structures. Three weave design material combinations are being tested to evaluate the performance characteristics of the design combination. While increased interlaminar sheer properties were desired and initially predicted, the increase in strength result was not ideal. However, energy absorption and dissipation properties was discovered to be more valuable as a result of the design.

Finally, prototyping is also valuable for medical applications, though it is less prevalent. The medical arena is a known environment. Performance is well-established and only certain fabrics can be implanted. For example, BRM has long made woven tubular materials used as structural component material for arterial stents and grafts. The woven structures are further processed by medical device manufacturers. In recent years, medical research and development has been focused on smaller and smaller structures, which have been difficult to achieve with existing yarn sizes. BRM is undertaking development with a textile yarn producer, reducing the size of yarn so structures can be smaller and smaller. For this application, prototypes of iterations is the path towards understanding weavability of a new fiber.

Prototyping reaps huge benefits

Prototype development in the webbings market has reaped enormous benefits to customers in a wide range of industries. There are limitations to internal testing – customer prototype testing is essential to ensure performance of the test material relative to the application and environmental conditions in which it will operate.

V2500 Engines Hit Milestone 250 Million Flight Hours of Service

Pratt & Whitney announced that the International Aero Engines AG (IAE) V2500 engine has surpassed 250 million engine flight hours of operational experience. Currently powering more than 3,000 aircraft and serving more than 200 customers, the V2500 engine operates passenger, cargo, and military missions around the world. The engine has powered the Airbus A320ceo family for decades and is now also the powerplant for the first A321 passenger-to-cargo conversion, as well as for the Embraer C-390 Millennium military transport aircraft.

“We built JetBlue on the V2500-powered A320 family,” said Colin Donohoe, director of heavy maintenance, JetBlue Airways. “With 192 such aircraft in our fleet today, we’ve seen firsthand how reliable and efficient these engines are. With the maintenance agreement to which JetBlue and IAE agreed in 2020, the V2500 will remain a mainstay of our fleet for years to come.”

The V2500 engine is offered through IAE, a multinational aero engine consortium whose shareholders comprise Pratt & Whitney, Pratt & Whitney Aero Engines International GmbH, Japanese Aero Engines Corporation and MTU Aero Engines.

“This milestone is a testament to the V2500’s legacy of reliability and performance,” said Earl Exum, president, International Aero Engines AG. “The V2500 engine delivers lower noise and a fuel advantage of about 3% for the A320ceo family aircraft, resulting in significant cost savings, lower emissions and a payload-range benefit which makes it ideal across a range of applications. The V2500 engine is in the prime of its life, and we are committed to supporting our customers through the recovery and into the future.”

Pratt & Whitney and IAE have been enhancing services for the V2500 engine, including LLP solutions, new and serviceable material programs, engine swaps and more, which can be tailored to support customers’ unique requirements. The V2500 engine is backed by 18 established facilities around the world that provide maintenance, repair, and overhaul (MRO) services, including nine IAE party company facilities.

Ontario Aerospace Council Continues Successful COAST Training Program

The Ontario Aerospace Council announced results from the pilot year for its Competencies Online Advancement Skills & Training (COAST) program, as well as plans for year two. Developed in response to COVID-19 to engage, retain and upskill aerospace industry employees, as well as facilitate post-pandemic recovery, COAST is funded in part by the Province of Ontario through its Skills Catalyst Fund under the Ministry of Labour, Training and Skills Development. For the pilot year that concluded in March 2021, OAC reported that 173 trainees representing 11 aerospace companies throughout all levels of the supply chain occupied 310 seats in eight courses selected by industry.

“OAC leadership and its board of directors responded quickly to pandemic-related employment challenges, creating COAST so our member companies could recognize employees by offering training valued for both its content and recognition by managers,” said Moira Harvey, OAC’s executive director. “Courses were selected via an industry survey and a ten-member advisory committee that reflected our diverse base. In its first year, COAST enhanced industry talent and expanded networks, despite a lack of in-person meetings.”

Three “Business of Aerospace” customized courses were titled “Diversity and Bias: Awareness and Action for Aerospace Leaders,” “Ontario Aerospace – Our Heritage, Our Sector and Future Proofing Your Career,” and “Blue Skies Ahead – Challenges and Opportunities for Ontario Aerospace.” These were complemented by diverse industry panel discussions that facilitated connections across companies. Five broader offerings addressed personal/business and relational competencies: “Focus & Achievement,” Critical Thinking & Problem Solving,” “Conflict Management,” “Change Management,” and “Team Building.”

“Our employees appreciated the breadth and depth that the COAST programs offered,” said Peter Voss, president and CEO of Shimco, as well as an OAC board member and COAST industry advisory committee member. “Every participant was able to take away several key learning concepts and apply them to real-life situations.”

COAST is based on a self-improvement mindset called Beta-You. Trainees were presented with the notion that they should adopt a more dedicated approach to learning, one that recognizes the competitive and workplace changes in aerospace that necessitate intentional and continuous learning. These programs focus on social, cognitive and digital competencies required for employee success in this sector. In addition to specific programming, Beta-You functionality will be developed to support OAC members and their employees to manage, track and receive industry-wide recognition through certification for their developmental achievements.

“The COAST program has allowed us to continue the support of our employee’s Personal Development Plans (PDPs) in areas critical to the success of our organization,” stated Robert Mobilio, vice president for engineering and quality at De Havilland Aircraft of Canada. “The soft skill type courses, combined with the customized Business of Aerospace curriculum, and complemented by our internal technical development programs has resulted in a robust training base for our teams. We look forward to additional opportunities to continue developing our relationship with the COAST program and further expanding on the courses available to our employees.”

In year two of COAST, the OAC will expand on the eight courses above with five “Non-technical Plus” soft-skills programs: “Innovation,” “Collaboration,” “Critical and Analytical Thinking,” “21st Century Management” and “Resilience @ Work.” It will also offer a business and professional writing class called “It’s Not What You Say, it’s How You Say It,” plus train-the-trainer sessions, a mentorship program and workforce communities to promote best practices. Funded in March 2021 through the Skills Development Fund under the Ministry of Labour, Training and Skills Development, this second year of COAST runs from June 2021 through March 2022.

City of Hamburg, LHT and the DLR Focus on Hydrogen

The aerospace industry in Hamburg is preparing for flying with hydrogen. Therefore, the starting signal has now sounded for the set-up of a new development platform. Over the next two years and with funds provided by the city of Hamburg, Lufthansa Technik together with the German Aerospace Center (DLR), the Center for Applied Aeronautical Research (ZAL) and Hamburg Airport will design and test extensive maintenance and ground processes in handling hydrogen technology. For this purpose, an aircraft of the Airbus A320 family will be converted into a stationary laboratory at Lufthansa Technik’s base in Hamburg.

Liquid hydrogen (LH2) is increasingly being more concretely envisaged in the development departments of large aircraft manufacturers as a sustainably producible fuel for future generations of commercial aircraft. In order to investigate the effects of the use of LH2 on maintenance and ground processes at an early stage, Lufthansa Technik, DLR, ZAL and Hamburg Airport are now pooling their extensive practical and scientific expertise. The aim is to jointly develop a pioneering demonstrator, and to operate it from 2022.

As the world’s third largest aviation location, the Free and Hanseatic City of Hamburg is funding the research project with the largest single item in its special program to mitigate the economic impact of the coronavirus pandemic on the aviation industry.

“Hamburg is not just one of the three largest aviation clusters in the world, last year the city also developed the clear vision of becoming a major hydrogen metropolis,” explained Michael Westhagemann, Senator for Economics and Innovation of the Free and Hanseatic City of Hamburg. “I therefore see it as both a logical and gratifying step to combine these two core competences of Hamburg. The port, the energy sector, industry and the entire mobility sector are involved and are preparing for this groundbreaking technology. With this project, we are now also making an essential contribution to the transformation of aviation into a climate-neutral mobility solution of the future. The clear goal is to build up a hydrogen economy in Hamburg that will occupy a leading position internationally.”   

In the first phase of the project, by the end of 2021 the partners aim to identify the most urgent fields of development for closer scientific examination and, on this basis, to elaborate the concept for subsequent practical testing. The practical implementation of the concept will start at the beginning of 2022 and will involve the modification of a decommissioned Airbus A320 aircraft. It will be equipped with an LH2 infrastructure to be used as a fully functional field laboratory at Lufthansa Technik’s base in Hamburg. In parallel, a virtual environment is being created at DLR that will be used to achieve digital and highly accurate mapping of the defined development fields. The new development platform is to provide inspiration for the design process of the next generation of aircraft by means of parameterized and highly accurate virtual models.

Against this background, Lufthansa Technik will primarily contribute its great operational expertise in the maintenance and modification of commercial aircraft, and can also incorporate the customer perspective through its close contact with airlines around the world. DLR will add its long-standing and cross-sector experience with hydrogen, and focus on the development of the virtual environment. ZAL will also participate with its extensive know-how in the field of fuel cell technology and its digital process mapping. As an associated project partner, Hamburg Airport will primarily contribute its experience from the operator’s perspective, for example in defining requirements for the ground handling process of future LH2-powered aircraft.

“There is no alternative to the transformation of our industry towards climate-neutral flying. With this project, we want to tackle this enormous technological challenge at an early stage – for the entire MRO industry as well as for us. In this way, we are actively securing the future, because we are building up know-how today for the maintenance and ground processes of the day after tomorrow,” explained Dr. Johannes Bussmann, Chief Executive Officer of Lufthansa Technik AG. “I am therefore pleased that we have succeeded in joining forces with strong partners in this project. And I am very grateful for the foresight of the city of Hamburg and its generous funding for this project.”

“The aircraft of the future are lighter, more efficient and fly with alternative propulsion concepts. Hydrogen will play an important role in this. We need to learn – promptly and in detail – the requirements on aircraft and maintenance of real-world operation with hydrogen on the ground,” said Dr. Markus Fischer, DLR Deputy Board Member Aeronautics. “In the project, we are using this data and experience to develop digital models for ground processes. These digital process twins can then be used directly in the design of future-oriented and yet practicable aircraft configurations.”

 “The development of a field laboratory and a digital twin are important components of Hamburg’s Green Aviation Technology Roadmap. They were developed together with the members of the Hamburg Aviation Cluster last year to strengthen Hamburg’s competence in research and development in a European context,” said Roland Gerhards, Chief Executive Officer of ZAL GmbH. “We thank the city of Hamburg for its support in now jointly implementing this location strategy for the development of future LH2-powered aircraft.”

Michael Eggenschwiler, CEO of Hamburg Airport, said, “Climate-friendly flying with hydrogen technology is only possible if the infrastructure on the ground also fits perfectly. Close coordination is required here, and we as an airport are pleased to be able to contribute our know-how to this important project – from questions of storage and distribution to the refueling process on the apron. At the airport, we also rely on hydrogen as the technology of the future for our ground transport. This project offers us the chance to identify and make the best possible use of synergy effects between gaseous hydrogen, such as that used for refueling our baggage tractors, and liquid hydrogen for aircraft refueling.”

OASES Launches New Secure Private Cloud Platform

OASES, a modular software for airworthiness maintenance and control, is now available via OASES Cloud, a secure private cloud platform for existing and new customers alike.

The new software as a service (SaaS) brings the complete portfolio of OASES modules to customers’ devices via the Internet, bringing with it significant performance improvements, an ever-green IT model and, more importantly for companies recovering from the pandemic and the upheaval within the aviation industry, cost savings over the traditional on premises OASES software.

“COVID-19 has accelerated the aviation industry’s move to digital operations” explained Paul Lynch, VP New Business Development “and the next few years will see a significant increase in digitally enabled aircraft which means MROs and CAMO need to be more agile and responsive to expectations of operational efficiencies. In addition, there is now an increased need for fleet agility in response to rapidly changing market conditions; This will see aircraft being re-purposed; both within fleets and between carriers on a more frequent basis.”

Sherwin-Williams Aerospace SKYscapes Next Generation Exterior Coatings System Qualified by Textron Aviation

Sherwin-Williams Aerospace Coatings announced its SKYscapes Next Generation exterior coatings basecoat/clearcoat system has been qualified by Textron Aviation for its Cessna, Beechcraft, and Hawker aircraft.

Including both solid and effect colors, this new qualification expands the relationship between Textron Aviation and Sherwin-Williams. Textron Aviation previously qualified, and continues to utilize, the Sherwin-Williams Aerospace Acry Glo and Jet Glo Express systems for use in both Original Equipment Manufacturer OEM and repaint settings.

“We are honored to expand our relationship with a distinguished manufacturer like Textron Aviation and its iconic aircraft brands,” says Molly K. Moses, Sherwin-Williams Aerospace Coatings North America sales manager. “This additional qualification provides Textron Aviation’s customers with multiple options: they can continue to utilize a traditional, single stage system like Jet Glo Express or Acry Glo; or if they want to utilize a basecoat-clearcoat finish, Textron Aviation now offers SKYscapes Next Generation. Depending upon the complexity of the scheme and the customer’s preferences, this gives Textron Aviation an array of optimized solutions.”

Sherwin-Williams makes exterior coatings that deliver custom solutions for commercial, military, and general aviation aircraft, including a full range of specialized livery color options for an outstanding, durable finish. Its products and systems undergo stringent testing to demonstrate they deliver a lasting protective coating for any aircraft and have earned numerous AMS 3095 certification approvals.
Sherwin-Williams Aerospace is an industry leader in innovation and technology solutions with its certified products, top-rated service, and knowledgeable team of field technicians. For more information, visit Sherwin-Williams Aerospace Coatings.