April 9, 2025 - No. 15 In This Issue : Ohio designates historic aircraft as official state airplane : Senator Wants End To Forest Service Inspections Of Firefighting Aircraft : U.S. Navy’s Next Trainer Jet Won’t Need to Land on Carriers : Fuel contamination leads to total loss of engine power : Federal Aviation Administration Prepares to Implement New Airworthiness Directive for Boeing 787 Dreamliner : Rolls-Royce Launches Single-Aisle UltraFan Demonstrator Design : French aerospace company Dassault Aviation considers setting up MRO facility at Ogun’s Gateway Airport : FAA requests unleaded fuel pireps : Zero-emissions hydrogen-electric jet disrupts conventional flights : Dallas College launches new maintenance training program : The Air Force Once Considered Using Tracks on Landing Gear Ohio designates historic aircraft as official state airplane Associated Press COLUMBUS, Ohio (AP) — Ohio has adopted the 1905 Wright Flyer III as its official state airplane. Described as Orville and Wilbur Wright’s crowning achievement, the world’s first practical fixed-wing aircraft made its seminal sustained flight in an Ohio cow pasture called Huffman Prairie, outside Dayton. A grandniece to the pioneering Ohio brothers, Amanda Wright Lane, testified in February that the 1905 plane was “their Tesla,” and represented the beginning of a human flight plan to Mars. Wright Lane noted that NASA’s experimental Martian helicopter, Ingenuity, succeeded using what officials called Wright-like flights. The space agency subsequently named its air strip on Mars “Wright Brothers Field.” “Present-day Ohio engineering ingenuity was a part of that Ingenuity mission. Why wouldn’t we adopt the Wright Flyer III as an inspiring symbol of the genesis of human flight?” she said. “Ohioans lessened the distances between world peoples 125 years ago, and currently, Ohioans are lessening the distances in space.” The Wright Flyer III featured a host of improvements to the Wright Flyer I, the plane in which the Wrights pioneered powered flight at Kitty Hawk, North Carolina, on Dec. 17, 1903. Those included a larger rudder, a vertical stabilizer relocated rearward and separate yaw and roll controls, the Ohio History Connection’s Kevin Boehner told the committee. Choosing the later plane as Ohio’s designee glances past the state’s long-running dispute with North Carolina over which can rightly call itself the “birthplace of aviation”: the one where the Wrights did their inventing, or the one where they flew. Republican Gov. Mike DeWine signed its new state designation into law Wednesday. The plane, designated a historic landmark, can be seen at Dayton’s Carillion Historical Park. Senator Wants End To Forest Service Inspections Of Firefighting Aircraft Forest Service inspections are redundant, says Montana Senator. Russ Niles Updated Apr 3, 2025 6:29 AM EDT Bridger Aerospace A Montana senator who founded one of the largest aerial firefighting companies in the U.S. is recommending the U.S. Forest Service end its practice of inspecting firefighting aircraft before the start of each season. Sen. Tim Sheehy, R-Montana, who stepped down as CEO of Bridger Aerospace to run for the Senate last year, says the Forest Service uses outdated methods and duplicates FAA oversight. Each year the Forest Service looks at every plane and checks the flight credentials of every pilot in a process called "carding." “Agency carding of firefighting aircraft is a relic of a bygone era and has become an unnecessary barrier to asset availability,” Sheehy said. “With inspector shortages increasing year over year and shifting interpretation of standards, redundant carding has hindered aerial firefighting capability,” Sheehy said. “We are working to change the regulations to this effect, among many other changes, so that we can provide the maximum number of safe aircraft to the teams fighting fire when they are needed most.” The Forest Service inspections were started after a spate of crashes in the 1960s and 1970s involving firefighting aircraft, most of which were converted piston airliners and military planes. The industry has changed significantly since then with modern designs and better engineered conversions being used for the job, which is in much more demand in the last couple of decades. U.S. Navy’s Next Trainer Jet Won’t Need to Land on Carriers Published on: March 31, 2025 at 10:32 PM Stefano D'Urso A T-45C Goshawk training aircraft from Training Squadron (VT) 9 performs a touch-and-go on the flight deck of the Nimitz-class aircraft carrier USS Dwight D. Eisenhower (CVN 69) (IKE). (U.S. Navy photo by Mass Communication Specialist Seaman Apprentice Theodore Morrison)Apprentice Theodore Morrison) The U.S. Navy released a new Request for Information for the T-45’s replacement, which will only be required to conduct Field Carrier Landing Practice (FCLP) to wave off. On Mar. 31, 2025, the U.S. Navy released yet another Request for Information (RFI) for the program which will replace the aging T-45 Goshawk, the Undergraduate Jet Training System (UJTS). This should be the program’s fifth RFI, although the final Request for Proposals (RFP) was also expected in late 2024. Contents • The U.S. Navy released a new Request for Information for the T-45’s replacement, which will only be required to conduct Field Carrier Landing Practice (FCLP) to wave off. • The new RFI • The 2024 RFI The new RFI The new RFI comes with updated dates, as the Request for Proposal (RFP) is now expected by December 2025 with a projected contract award in January 2027. The fourth RFI previously pushed the contract award date from Fiscal Year 2026 to Q2FY2028, but the latest RFI now mentions that the “UJTS program is on an accelerated procurement timeline.” This time, however, it appears that the Navy has finally reached a critical decision, as in 2024 the service was still “carefully considering whether the UJTS air vehicle will need to conduct Field Carrier Landing Practice (FCLP) to touchdown.” In fact, the new RFI now states that “the UJTS air vehicle will only be required to conduct Field Carrier Landing Practice (FCLP) to wave off.” As we previously reported, a good portion of the training command’s syllabus is centered around the FCLP, which allows new pilots to train on land bases for the entire approach and landing maneuver as performed on the aircraft carrier, just short of the arrested landing. With the new requirement, future student pilots will only perform the approach phase of the current FCLP, going around once reached the minimums, without touching down on the runway. T-45 out of NAS Kingsville testing the improved Fresnel Lens Optical Landing System (IFLOLS) at NAS JRB Fort Worth during a Field Carrier Landing Practice (FCLP). (Image credit: Carl Richards via Naval Air Station Fort Worth Joint Reserve Base) The Navy says that this decision, which sets a completely different route compared to the T-45 Goshawk and, previously, the T-2 Buckeye, is “due to advancements in operational platform landing modes and in ground-based simulation.” This means the new naval aviators will rely more on automation and perform complete FCLPs only in the flight simulator. Also, this decision would allow for quicker development, as the new trainer aircraft will not require complex and lengthy structural modifications to be adapted to the new role. This is also likely of two overarching goals that the service has now set for the UJTS program: speed to Initial Operational Capability (IOC) and quality of training. Furthermore, the RFI states that, “In an effort to ensure speed to IOC, the Government desires to keep the contractor development timeline (contract award to delivery of 1st test aircraft) no more than three (3) years in duration.” The service, in fact, needs quickly a replacement for the T-45 fleet, as it keeps facing problems, with the latest grounding issued on Mar. 11, 2025, after an engine malfunction prior to takeoff which resulted in damage to the engine. With the new RFI, the Navy is also requesting industry input to finalize the requirements for the Ground Based Training System (GBTS). The service is “contemplating a four-tiered GBTS product line, consisting of Operational Flight Trainers (OFT), Unit Training Devices (UTD), Cockpit Procedural Trainers (CPT), and Desktop Avionics Trainers (DAT), but seeks industry’s input on an appropriate mix.” The GBTS is also anticipated to include “Live/Virtual/Constructive (LVC) integrated training that allows real-time insertion of virtual threat environments in aircraft and simulators within a single training event comprised of connected training devices.” Also, the Navy is seeking input on courseware, Diminishing Manufacturing Sources and Material Shortages (DMSMS), reliability and maintainability, and hyper-converged infrastructure. The M-346 Full Mission Simulator, part of the M-346 Ground Based Training System. (Image credit: Leonardo/CAE) The 2024 RFI While the latest RFI focused on the Ground Based Training System, the previous one focused on the aircraft itself. Many were already known from previous iterations of the RFI, while others were updated to reflect new requirements. The attribute requested for the cockpit feature the safety and environmental characteristics common to all modern aircraft, including zero-zero ejection seats and bird strike-resistant canopy. The latter is quite obvious as the Navy lost some aircraft because of the bird strike problem and obviously wants to minimize the chances of this happening again. As for the cockpit configuration, the service is requesting an aircraft with Head-Up Display (HUD) and a “single, primary touch-screen display in both cockpits”, as well as Helmet Mounted Displays (HMD) with integrated Augmented Reality (AR) and capable of being used simultaneously or individually in the FWD and AFT cockpit. The Large Area Display (LAD) requirement was expected as the Navy already employs LADs on the F-35C and F/A-18 Block III aircraft that would be flown by pilots graduated on the UJTS. The RFI then moves to suitability and performance attributes, beginning from the capability to maintain fixed Angle of Attack (AoA) approach targeting 3.25 degree glideslope while maintaining field of view during unflared landings. This RFI said the aircraft was expected to perform 6-10 unflared landings per training event, or 1,400 landings per year assuming 400 flight hours per year, and a total of 10,000 hours of airframe fatigue life and 35,000 landings. Because of this, the structural design would have needed to account for very significant stresses during the landing, possibly needing structural modifications. Now that the new RFI stated the FCLPs will only be conducted to wave off, without touchdown, this requirement is likely to change. A T-45C Goshawk jet aircraft taxis on the flight line onboard Naval Air Facility (NAF) El Centro, Calif. July 19, 2023. (U.S. Navy photo by Mass Communication Specialist 3rd Class Aleksandr Freutel) As for the performance, the Navy is looking for an aircraft capable of a speed of at least Mach 0.9/450-500 KIAS, sustained AoA over 20 deg, sustained load factor of at least 6 G, operating ceiling of at least 41,000 ft and turn rate of at least 12 deg/sec. The RFI also mentions wing and/or wingtip pylons for stores carriage, which in the attachment are better specified as external fuel tanks, luggage pod and PMBR (Practice Multiple Bomb Rack) with six MK-76 type practice bombs. The new UJTS aircraft is also required to integrate the new Precision Landing Mode (PLM), which is now on F/A-18s and F-35s and will eventually be the standard method for approaching the aircraft carrier for all naval aircraft. PLM not only drastically reduces the number of corrections required during the final approach to the aircraft carrier, but could also lower the demand on the structure of the aircraft, reducing the need for structural modifications. The RFI then lists all the desired attributes for instruments and navigation, identification, controls, displays, recorders, which reflect the avionic capabilities of currently produced aircraft. Then the mission systems list features the delivery of air-to-ground stores, Embedded Synthetic Training and augmented reality training system. This appears to be the first time the employment of practice weapons was mentioned in the UJTS RFIs. The list goes on with the simulated sensors and systems, which include radar (although the previous RFI investigated the possibility of an actual radar), Electro Optical/Infra-red (EO/IR), Radar Warning Receiver (RWR), Electronic Support Measures (ESM), Electronic Warfare (EW), Electronic Attack (EA). Also included are the simulated employment of gun, air-to-air and air-to-ground weapons and an Automatic Ground Collision Avoidance System (Auto G-CAS). Fuel contamination leads to total loss of engine power By General Aviation News Staff April 4, 2025 · 2 Comments The Ryan Navion A pilot reported that, after a night cross-country flight, he overflew his private airport near New Waverly, Texas, at 1,500 feet above mean sea level (MSL) to see if the solar lights were working. Unable to see the lights, he climbed to 2,000 feet and turned left towards Conroe. He stated that while in the turn, “the engine started to cut out,” and he initiated the emergency procedures checklist. Unable to get the engine power restored, he initiated a forced landing. He lowered the landing gear at 500 feet and turned on the landing lights, but at 400 feet, a tree appeared in front of his right wing. The airplane hit several trees before hitting the ground, which resulted in substantial damage to the fuselage, empennage, and both wings. The pilot sustained minor injuries in the crash. The pilot told investigators that on the flight before the accident, the airplane had about 89.5 gallons of fuel distributed between a main tank (39.5 gallons), tip tanks (40 gallons), and an auxiliary baggage compartment tank (10 gallons). At the conclusion of that flight, about 45 gallons of fuel remained. He stated that before the accident flight, he added 52 additional gallons, which brought the total fuel on board to about 100 gallons. When the airplane was recovered, the fuel tanks were drained and a small fuel sample was captured in a clear glass jar. After allowing time for any particulates to settle, it was discovered that a dark green sediment was present in the fuel sample. (FAA Photos) During a post-accident examination, a material consistent with the sediment from the jar was located in the fuel manifold distributor. Probable Cause: A total loss of engine power as a result of fuel contamination. NTSB Identification: 107047. To download the final report. Click here. This will trigger a PDF download to your device. This April 2023 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others. Federal Aviation Administration Prepares to Implement New Airworthiness Directive for Boeing 787 Dreamliner Addressing Communication System Issues and Radio Frequency Interference: You Need to Know Sunday, April 6, 2025 The Boeing 787 Dreamliner, a game-changer in the world of commercial aviation, is once again in the spotlight as the Federal Aviation Administration (FAA) moves to address a potential safety concern. With its remarkable efficiency, impressive range, and capacity for passengers, the Dreamliner has become a favorite among airlines worldwide. However, after an otherwise successful rollout, some new challenges are emerging, prompting the FAA to issue an airworthiness directive for certain 787 models. FAA Issues Airworthiness Directive for 787 Fleet The FAA is in the final stages of preparing an airworthiness directive (AD) for specific models of the Boeing 787, covering the 787-8, 787-9, and 787-10 variants. An airworthiness directive is a regulatory notice that mandates corrective action when a safety issue is detected in aircraft already in service. This latest directive is focused on a critical component of the aircraft – the tuning control panel (TCP). Recent reports have highlighted an issue where high-frequency radio signals unintentionally transfer between the active and standby windows of the TCP. This occurrence happens without any input from the flight crew, raising serious concerns regarding flight safety, particularly in communication between the aircraft and air traffic control. These unintended frequency shifts could result in missed communications, which, in critical situations, could have dire consequences. To address this issue, the FAA’s proposed directive will require operators to update the operational software for the TCP and conduct comprehensive software configuration checks to ensure the equipment is functioning as intended. The goal is to mitigate any risk to communication that could endanger flight safety. Industry Concerns Over Effectiveness As the FAA prepares to implement this directive, there has been feedback from the airline industry, expressing concern over the proposed solution. Some airlines have already taken proactive steps, installing updated software and hardware components to address the frequency interference. Despite these efforts, reports from flight crews suggest that the issue persists, leading some operators to question whether the FAA’s proposed measures will fully resolve the problem. This ongoing concern has led to requests from several airline operators for the FAA to reconsider the scope of the directive. Airlines are calling for a more thorough examination of the issue, suggesting that the current approach may not be sufficient to prevent further incidents. As the FAA moves closer to finalizing the directive, it will likely weigh these concerns carefully, considering the experiences of airline operators and technical experts to ensure the solution is both effective and practical. Looking Ahead While the Boeing 787 Dreamliner continues to be a major success in the aviation industry, its latest challenges highlight the complex nature of modern aircraft and the ongoing efforts needed to maintain the highest safety standards. The FAA’s airworthiness directive aims to address the potential communication issues and ensure the continued safe operation of the Dreamliner fleet. As the aviation industry looks to the future, it remains clear that even the most advanced aircraft must undergo continuous scrutiny and updates to meet safety and operational standards. The FAA’s response to the Boeing 787 issue is just one example of the ever-evolving nature of air travel safety and the critical role regulatory agencies play in ensuring the public’s safety in the skies. Rolls-Royce Launches Single-Aisle UltraFan Demonstrator Design Share Guy Norris April 06, 2025 Note: See photo in the original article. This illustration shows design elements of Rolls-Royce's Heaven technology project. Credit: Rolls-Royce Rolls-Royce aims by mid-year to freeze the design of a smaller demonstrator version of the UltraFan geared turbofan as part of plans signaling its serious intent to target the single-aisle market in the 2030s. The demonstrator is scheduled to undergo ground tests in 2028 and will pave the way for a more than 30,000-lb.-thrust class engine designed to power successors to the Airbus A320neo and Boeing 737. The initiative fulfills a strategic goal unveiled by CEO Tufan Erginbilgic in late 2023 and marks a key step in Rolls-Royce’s renewed ambition to reenter the narrowbody sector, which it effectively abandoned with the 2012 sale to Pratt & Whitney of its shares in the International Aero Engines collaborative venture. The new geared engine demonstrator will leverage technology developed for the much larger 80,000-lb.-thrust UltraFan, which ran in 2023 and is positioned to compete in the lower thrust bracket with the Open Fan in development by CFM joint venture partners GE Aerospace and Safran, as well as a next-generation variant of Pratt’s PW1100G geared turbofan. “We’ve launched the design of a small engine demonstrator, which is around the kind of thrust level you’d need for a narrow body application,” says Alan Newby, Rolls-Royce’s director of aerospace technology and future programs. “The reason for doing that is manifold. One is to show to our customers that we’re serious about it, show to our suppliers that we’re serious about it and also show to our potential partners that we’re serious about it,” he adds. “Whatever happens regarding airframe strategies, and any partner strategies that can happen, we want to make sure that we’ve got the technology ready and proven at that scale, so that we’re ready to adapt,” Newby says. The broader strategy also includes renewed investment in tests of the larger UltraFan, which will continue to be developed in parallel. The plan covers all potential new aircraft developments, Newby says. “I don’t know whether it’s going to be a widebody first, a narrowbody first, Boeing first or Airbus first. So, we’ve got to make sure that we are ready for any eventuality from the market perspective, and we’ve got the technology proven at both scales,” he adds. “That’s effectively what I’m trying to do at the moment, is make sure we’ve got the data on both large and small engines, so we’re ready to go when the market decides which way it’s going to jump,” Newby says. “We are rebuilding engine one [the first UltraFan demonstrator] now, and our plan is to get that ready to test by the end of this year. In parallel, we’ve got another engine that we’re rebuilding. And that one that will go on to do further testing, and possibly other assets on top of that one.” The small UltraFan initiative leverages design elements developed for Rolls-Royce’s Pearl 10X—a business jet engine based on the company’s Advance2 core project. It also leans on technologies from HEAVEN—for Hydrogen Engine Architecture Virtually Engineered Novelly—an ongoing project under Europe’s Clean Aviation research initiative aimed specifically at scaling the UltraFan architecture to suit short-medium range applications. Targeting a 20% integrated fuel burn reduction, as well as enabled for sustainable aviation fuel and hydrogen, the HEAVEN project has included tests of an advanced power gearbox, improved combustor designs and the design of a new intermediate pressure turbine. Further tests planned for the second half of HEAVEN include completion of the preliminary design of an SMR engine and validation of elements to a technology readiness level of five. “Clean Aviation Phase Two is about taking those to demonstration, so clearly that’s an opportunity to put something like this into that program,” Newby says. “We also continue to work closely with the ATI [the UK Aerospace Technology Institute] and in Germany as well. So there’s a range of funding sources we can use on that one, but it fits well with the calls in Europe at the moment,” he adds. Rolls-Royce, meanwhile, declines to comment on reports in the Financial Times that it is in talks with the UK government to help fund part of the estimated $3.9 billion (£3 billion) development cost for the smaller UltraFan. However, a spokesperson for the engine-maker says, “we believe narrowbody represents a once-in-a-generation opportunity to deliver a step-change in growth for the UK economy.” The engine-maker believes the narrowbody market is potentially worth more than £100 billion ($129 billion) to the UK in terms of the gross value added it would create for the economy through taxable jobs, exports and economic activity in the supply chain. Rolls, which currently employs 21,000 people in the UK and invests around £800 million a year in R&D, also believes that entry into the narrowbody engine field could create 40,000 new skilled jobs across the company and the supply chain. French aerospace company Dassault Aviation considers setting up MRO facility at Ogun’s Gateway Airport by Caleb Obiowo April 5, 2025 French aerospace giant Dassault Aviation is considering setting up a Maintenance, Repair and Overhaul (MRO) facility at the Gateway Agro-Cargo International Airport in Ogun State. The disclosure was contained in a statement shared on Friday via the official X (formerly Twitter) account of the Ogun State Governor, Dapo Abiodun. According to the governor, senior executives from Dassault Aviation visited the state to explore investment opportunities in the Gateway Airport and Aerotropolis project. “We had the honour of receiving the senior executives from Dassault Aviation, a global leader in aerospace innovation, here in Ogun State. “Their visit marks a significant step forward as they explore the possibility of establishing a Maintenance, Repair and Overhaul (MRO) facility at the Gateway Agro-Cargo International Airport—our world-class aviation hub designed to serve not only Nigeria but the entire West African region and beyond,” the statement read in part. Governor Abiodun described the potential investment as a major endorsement of the growing appeal of the Gateway Airport and Aerotropolis. He emphasized that it reflects Ogun State’s rising profile as a prime destination for global capital. What you should know The Gateway Agro-Cargo International Airport in Ogun State is designed to support both cargo and passenger operations as part of a larger aerotropolis integrating aviation, commercial, logistics, and residential zones. If Dassault Aviation proceeds, its proposed MRO facility would be among the few in West Africa capable of servicing a wide range of aircraft, including wide-body jets—a crucial and long-standing need in Nigeria’s aviation sector, where only line maintenance is currently available for such aircraft. • Several initiatives are already underway to bridge this infrastructure gap. In January 2025, XEJet began constructing its dedicated MRO facility at the Nnamdi Azikiwe International Airport in Abuja, the nation’s capital city. • Similarly, the Akwa Ibom government is developing a major MRO hub to support its state-owned airline, Ibom Air, while United Nigeria Airlines partnered with foreign firm Cronos Airlines in late 2024 to establish a facility aimed at reducing maintenance costs and boosting global competitiveness. • According to United Airlines Chairman Prof. Obiora Okonkwo, even basic aircraft maintenance abroad can cost upwards of $500,000—excluding more extensive repairs. • Establishing additional MRO centers within Nigeria is expected to significantly lower operational costs, conserve foreign exchange, and reduce flight delays caused by Aircraft on Ground (AoG) incidents while also creating skilled jobs and deepening industry capacity. FAA REQUESTS UNLEADED FUEL PIREPS Operators, FBOs asked to report experience April 3, 2025 By Jim Moore The FAA asks aircraft operators, FBOs, and others to report their experiences, good or bad, with unleaded aviation fuel. Photo by David Tulis. Special Airworthiness Information Bulletin 2025-04 issued March 28 seeks reports of service difficulties or abnormal maintenance issues related to the use of unleaded fuel, the agency wrote. "The FAA is also interested in hearing from operators who have transitioned to unleaded fuel without issue." The FAA notes there are "several" unleaded fuels currently available, "and additional fuels are likely to be available soon." The arrival of these fuels prompted legal and administrative efforts to force the displacement of 100LL from various California airports, resisted by aircraft owners concerned about the safety of unleaded fuels. The FAA issued a long-awaited ruling in March, ordering Santa Clara County to reverse its 2022 ban on 100LL at two county airports, agreeing with AOPA's argument that the ban, and related moves by the county, violated various federal grant assurances.The Eliminate Aviation Gasoline Lead Emissions (EAGLE) government-industry coalition (of which AOPA is a founding member) seeks to transition to lead-free fuels for piston aircraft "without adversely impacting the safe and efficient operation of the existing general aviation (GA) fleet," the agency wrote in the SAIB. AOPA President Darren Pleasance reiterated in January that the association continues to "tirelessly advocate on behalf of all our members, and the general aviation industry more broadly, for a transparent approach to getting safely to the unleaded future we're all committed to." Pleasance wrote that a key component of that effort is a "rapid and transparent assessment by both the FAA and fuel producers" to determine if reported problems (including leaks, which AOPA experienced firsthand) are, in fact, related to the use of a new fuel. "We owe it to the entire industry to quickly assess issues as they arise and respond accordingly as we learn. AOPA will also continue to partner with all key stakeholders across the aviation ecosystem to advocate for open and transparent materials compatibility testing throughout the supply chain." On the legal front, a California judge heard arguments March 5 on his preliminary ruling that would preserve 100LL availability at nearly two dozen airports in the state. A final ruling is still pending in the case, which prompted industry stakeholders including the General Aviation Manufacturers Association to argue that G100UL, produced by General Aviation Modifications Inc. and approved by supplemental type certificate, remains, "the only aviation fuel that has not been subject to a stakeholder consensus peer review process." GAMA also noted that G100UL is not yet approved by the FAA for piston helicopters. AOPA reported in detail on a yearlong demonstration of G100UL, running the new fuel in one engine of a Beechcraft Baron and avgas in the other engine. While engine data analysis suggested that G100UL has some advantages over 100LL, including increased power running lean of peak, AOPA also observed the fuel's tendency to stain paint. Leaks in both tanks were also observed, likely related to the age and installation of the fuel bladders. The FAA seeks detailed reports, including aircraft and engine make and model, which fuel was used, how much was used, and additional information. AOPA asks members who email their experience reports to the FAA as the SAIB requests to also share a copy of the contents with AOPA using this brief form. Zero-emissions hydrogen-electric jet disrupts conventional flights This future jet could be a game changer in aviation By Kurt Knutsson, CyberGuy Report Fox News Published April 7, 2025 6:00am EDT Note: See photos in the original article. 'CyberGuy': Zero-emissions hydrogen-electric jet poised to disrupt conventional flights Beyond Aero's BYA-1: Hydrogen-electric jet with zero emissions, reduced costs, 2030 launch. Kurt Knutsson discusses a potential game changer in the evolution of air travel. You know how everyone's talking about going green these days? Well, French startup company Beyond Aero is taking that idea to new heights, literally. They've been working on this cool hydrogen-powered jet that could change the way we think about flying. It's called the BYA-1, and it's not just another concept that'll never see the light of day. These folks mean business. In fact, they aim to put it into service by 2030. This innovative aircraft promises to be a game changer, offering significant cost savings and environmental benefits compared to conventional jets. The BYA-1 by the numbers The BYA-1 is a 10-seat business jet designed from the ground up around a battery-free hydrogen-electric propulsion system. This clean-sheet architecture optimizes the use of gaseous hydrogen, addressing the challenges of incorporating this fuel into existing aircraft designs. The jet features six hydrogen cylinders, with four located along the sides of the fuselage and two at the wingtips, which feed six 400-kW fuel cells. These fuel cells convert hydrogen into electricity and water vapor, powering electric jet turbines that achieve a peak power of 2.4 MW. The BYA-1 is capable of flying six passengers a distance of 921 miles at a cruise speed of 357 mph, with a healthy reserve included. By reducing the cruise speed to 276 mph, the range can be extended by 50% to 1,381 miles. Efficiency and cost savings Beyond Aero claims that the BYA-1 will offer substantial operational and cost benefits. The aircraft's design reduces operational costs by as much as 55% due to fewer parts and lower maintenance complexity, thanks to a modular and swappable engine unit for ground-based maintenance. Additionally, Beyond projects that the BYA-1 will provide an immediate 17% saving in fuel costs compared to conventional Jet-A1 by 2030. This is expected to increase further as green hydrogen becomes more cost effective. Environmental and comfort advantages The hydrogen-electric propulsion system brings significant environmental and passenger comfort improvements. The BYA-1 emits zero carbon emissions during flight, aligning with the aviation industry's goal of reducing its carbon footprint. Furthermore, the electric jets produce less noise, with Beyond claiming that the cabin will be 15 dB(A) quieter than conventional jets when equipped with acoustic insulation. This translates to a perceived noise reduction of about 50%. Progress towards certification Beyond Aero is actively working toward certifying the BYA-1 for commercial use. The company has filed for design organization approval with the European Union Aviation Safety Agency and is collaborating with regulators to define the special conditions needed for certification. Beyond Aero has already demonstrated tangible progress by conducting France's first manned hydrogen-electric flight using a prototype fuel system in an ultralight aircraft seen below. Industry impact and potential With $44 million in capital and letters of intent for 108 sales totaling $914 million, Beyond Aero is positioning itself as a serious contender in the aviation industry. The company's innovative approach could potentially disrupt conventional air travel and accelerate the transition to cleaner aviation technologies. As the aviation industry grapples with environmental concerns, innovations like the BYA-1 may prove crucial in achieving zero-carbon goals by 2050. Kurt's key takeaways As we wrap up this look at Beyond Aero's BYA-1, it's clear that the prospect of quieter, cleaner and more efficient flights holds significant promise. The potential benefits of hydrogen-electric jets are substantial, both for passengers and the environment. Of course, there are plenty of challenges to overcome before this technology becomes mainstream, but with innovations like the BYA-1 on the horizon, it's a pivotal moment in the evolution of air travel. Do you think hydrogen-electric jets will become a mainstream option for commercial flights within the next decade, and why or why not? Let us know by writing us at Cyberguy.com/Contact. Dallas College launches new maintenance training program By General Aviation News Staff April 6, 2025 Dallas College has launched a new Aviation Maintenance Technology (AMT) program. The 13-month program, which began April 1, 2025, prepares students for the FAA General, Airframe, and Powerplant (A&P) exams through hands-on training in a hangar at Dallas Executive Airport (KRBD). Students will also have access to classrooms outfitted with the latest technology at the Dallas College Workforce Center at the airport, college officials said. The regional aerospace industry comprises more than 900 companies, accounting for one of every six jobs in North Texas. The median salary for aircraft mechanics and service technicians in the Dallas/Fort Worth area is $40.22 per hour or $80,000 annually, college officials noted. “Aerospace education is essential for maintaining our region’s status as an industry leader,” said Dr. Macario Hernandez, Dallas College Mountain View president and aviation sector lead. “It’s a win-win as we provide students with a clear pathway to high-paying, in-demand careers, and our business partners benefit from a stronger local talent pipeline. These initiatives are key to our region’s ongoing growth and competitiveness.” Dallas College will celebrate the completion of its new Aerospace and Aviation Hangar at Dallas Executive Airport at a ribbon-cutting ceremony 3 p.m. on April 22, 2025. For more information: DallasCollege.edu/AMT The Air Force Once Considered Using Tracks on Landing Gear By Bill Lindner April 1, 2025 HistoryMilitaryBombers Note: See photos in the original article. The Convair B-36 bombers with tracks, instead of tires, for its landing gear. On 26 March 1950, a U.S. Air Force Convair B-36 bomber took off with tank-style tracks instead of tires for its landing gear. Military planners were concerned that the B-36, at that time the heaviest aircraft in the U.S. inventory, was too heavy to operate from most airfields. The U.S. Air Force also tested tracks on several other aircraft. However, after a long series of failures, the Pentagon abandoned the idea. Landing Gear Track System Installed on B-36 Bomber The B-36 was designed during WWII. The Air Force considered it a potentially valuable asset as the U.S. entered the Cold War. Massive, with a maximum takeoff weight of 409,996 pounds, the B-36 could sink into the concrete of a flightline if it sat for too long. There were also very few runways in the United States that could hold up under the aircraft’s takeoff run. Tracks installed on main landing gear of B-36 bomber. | Image: U.S. Air Force The B-36’s initial design had a single-wheel landing gear. It also used the largest tires the United States produced at the time. Goodyear manufactured the tires, which were 110 inches in diameter and 36 inches wide. Each tire weighed about 1320 pounds. The tires included 30% nylon cord construction, equal to about 60 automobile tires. For comparison, the tires on the C-5 Galaxy are 48 inches in diameter, 19 inches wide, and weigh about 200 pounds. Image showing massive size of B-36 tire. | Image: Public Domain Problems Due to Weight and Complexity After trying track designs on other aircraft, the Air Force installed them on a B-36 for testing. From the beginning, the system had problems due to its weight and complexity. It had two belts on each side, two inches thick in the center and one inch thick on the sides. Brass-plated steel cables reinforced the belts. The track’s gears weighed 5,600 pounds more than the conventional landing gear on the aircraft. The test program began with a maximum aircraft weight of 250,000 pounds. The Air Force first tested its ability to taxi and then decided to conduct a flight test. The B-36, with tracks, managed to take off for its first and only flight on 26 March 1950. The flight crew later said the takeoff was “very rough and noisy.” It landed after a brief flight. However, it left “a trail of parts” behind it on the runway. The Air Force Tested Track Systems on Other Aircraft The Air Force eventually decided the track system was “unfit for such a heavyweight aircraft” and abandoned the project. While it ultimately failed, the concept first appeared much earlier than 1950. In November 1939, J.W. Christie, inventor of the Christie tank and representatives of the Dowty Equipment Corporation, approached the Army Air Corps. They met with General H.H. Arnold in 1939 and presented an idea to use track landing gear systems for flotation. In 1941, Dowty signed a $20,000 contract to engineer a track landing gear for the Douglas A-20 Havoc. Dowty produced a design with an air-inflated belt, two main rollers with brakes, two smaller auxiliary rollers sprung over the part of the belt touching the ground, and a smaller roller or idler mounted under the upper span of the belt to provide constant tension. Track landing gear system on A-20 Havoc aircraft. | Image: U.S. Air Force In February 1942, the Air Force passed the design to the Goodyear Tire & Rubber Company to manufacture the A-20 track landing gear system. Under this arrangement, Goodyear, Dowty, and Firestone all produced components. They installed the rubber belted track system on a Stearman P-17, then on a Fairchild PT-19, and finally on the A-20. Initial testing proved that the system worked. Breaking Belts and Excessive Weight The A-20’s system was not retractable and had a conventional nose gear. Ground testing was somewhat successful, although one of the belts did fail. Another problem was that the system weighed almost twice that of the conventional landing gear. Its weight also required a 15% longer takeoff roll distance. The track system was not successful on the P-40 fighter. | Image: Public Domain The Air Force continued to examine track landing gear systems. One attempt was in 1943 on the Curtis P-40 fighter for operations from beaches. Testing in 1944 resulted in the track system becoming clogged with sod, mud, and snow, which stretched the belt. They also found the tracks did not enable the fighter to travel over ditches and other obstacles. The Air Force gave up on using tracks on the P-40 but did test them, although with no success, on the C-82 and B-50. In 1948, the gear on the C-82 experienced structural failure during testing in sand, and the main gear track belt fell off. On the B-50, engineers discovered the track interfered with the defensive gun system. Goodyear, tasked to produce the belts, had trouble making them strong enough for the aircraft. They found they could not use the belts above 70 miles per hour. The Air Force tested tracks on the C-82 landing gear. | Image: Public Domain Eventually, during flight testing, the tracks had bearing failures, and the system had maintenance difficulties. The Air Force did not continue testing the tracks on the B-50. Modernization of Airfields Eliminated Need for Tracks The Air Force then considered using tracks on the B-36, but equipment failures were not the only thing that led to its ultimate abandonment. In the years following World War II, airfields capable of handling heavier aircraft were being developed, so tracks would not be necessary. Curtis and the Air Force also changed the B-36’s design to a four-wheel landing gear setup instead of the original single-tire configuration. Curt Lewis