Updated November 17 explaining MCAS and electric trim override operation. When Boeing set out to develop the 737 Max, engineers...
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Log-in here if you’re already a subscriber With soaring travel demand, shaky supply chains, and the pace of certification slowing...
July 2023. Kingsford Smith International Airport. Sydney, Australia. Singapore Airlines Flight 242 is on its way back home. The mid-afternoon...
DHC and Pratt & Whitney Canada are preparing to heavily modify a retired Dash 8-100 turboprop that will see half of its traditional propulsion replaced with a hybrid design. For the project, Pratt is designing a “new small engine” for sipping fuel at altitude. The 39-seat aircraft will have 20 to 24 battery packs to drive a 1 megawatt electric motor working in tandem with the new engine, providing the necessary horsepower when it’s needed most — at takeoff and climb.
A modified ATR 42 began flight trials last week in Connecticut as part of an effort to test technology for single-pilot operations.
Log-in here if you’re already a subscriber Release DateMarch 23, 2023Why eVTOL sims could be a bridge to the future...
Log-in here if you’re already a subscriber Release DateFebruary 6, 2023Pyka prioritizes revenue over revolution in autonomy pushPurchase a PDF...
Elan Head and Jon Ostrower·
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Less than four months after the Federal Aviation Administration rolled out its 2021 Aviation Climate Action Plan, the agency’s official blueprint for achieving net-zero aviation emissions by 2050 is already starting to look dated. The plan relies overwhelmingly on sustainable aviation fuel (SAF) as the principal pathway for reducing the U.S. aviation sector’s greenhouse gas emissions. It is plainly dismissive of hydrogen, stating: “we do not expect hydrogen-powered aircraft to make a significant contribution toward achieving net-zero aviation emissions by 2050.”
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