Defense and Space
Article | June 8, 2022
NASA is known for developing and launching spacecraft that have a significant environmental impact. However, the space agency is fully on board with the net-zero movement. NASA supports the White House's Aviation Climate Action Plan. It is helping fund several aviation projects that aim to reduce the aviation industry’s damage to the environment.
NASA’s Sustainable Flight Demonstrator Program
NASA focuses on technologies for single-aisle aircraft, which are the powerhouses of many airline fleets and account for nearly half of global aviation emissions. NASA's Sustainable Flight Demonstrator (SFD) project aims to reduce carbon emissions and keep the US competitive in the design of single-aisle commercial airliners, which are in high demand.
"Since its creation, NASA has worked with industry to develop and implement innovative aeronautics technology and has shared it with the world," said NASA Administrator Bill Nelson. "Now, with this ambitious new project, we're again joining with US industry to usher in a new era of cutting-edge improvements that will make the global aviation industry cleaner, quieter, and more sustainable."
NASA Wants to Reduce the Environmental Impact of Commercial Aircraft
The program’s goal is to build, test, and fly a large-scale demonstrator. NASA hopes to find a business partner for a Funded Space Act Agreement with its Armstrong Flight Research Center in Edwards, California, by the beginning of 2023.
The agreement would draw on private-industry knowledge and experience, with an awardee developing a suggested technical plan and committing considerable cash to the project. Under this agreement, NASA would not purchase an aircraft or any other hardware for its missions. The mission of NASA is to develop new and innovative technologies and capabilities.
NASA will collect data on the ground and in the air. Agency and industry teams can use it to test the airframe configuration and related technologies.
Moving Away From Space
NASA's technologies are typically cutting-edge. However, as with many high-end items, the benefits and applications frequently filter down to the masses. NASA's specialized technology and research frequently has civil aviation applications. It's interesting to see how NASA seems to be moving away from space and going after planes that fly closer to Earth.
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Business Aviation
Article | January 28, 2022
While countries continue to implement new Omicron-related restrictions in response to the rising number of cases globally, a majority of these are in the form of enhanced COVID testing requirements – not travel bans. As a result, travel demand for popular peak-season destinations has remained strong, and over the past few days we’ve seen a BIG INFLUX in bookings as news trickles out that Omicron may be a less severe variant.
If this continues, we expect to see another prolonged booking surge, so plan accordingly and get your requests in ASAP for best options – especially parking and hotels. While the new U.S. 24-hr testing requirement for return travel is tight, it’s not a big deal if you are prepared with an approved at-home testing kit (like Abbott BinaxNow, Qured, Ellume, etc.). Alternatively, our Trip Support Teams can help you identify testing providers abroad.
Looking ahead to your missions in 2022, you may want to consider On-Aircraft COVID Testing for your N-registered aircraft. It’ll make international COVID testing MUCH easier on you and your passengers when at-home testing kits aren’t an option.
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Aviation Technology
Article | June 2, 2022
There’s been a lot of talk lately about airlines around the world beginning to favor smaller aircraft. Not just amid the pandemic but for the foreseeable future as well. The debate was given fuel when Lufthansa’s CEO made comments about potential down-gauging of its fleet ahead. But have we really entered the era of smaller airplanes for good?
Many have argued that even when demand for air travel does return there will be less of it overall because of a precipitous and permanent drop in business travel. And beyond that, even where demand does exist, it will be for convenient, point-to-point service, not on A380s via big hubs – as smaller planes emerge that are capable of flying farther and people shy away from big, crowded airports and the hassle of connecting. All of which calls for smaller planes. I’ve argued recently that this seems a little hasty. Nevertheless, the jury is out, and as they say – only time will tell.
Have smaller planes taken over flying?
One thing we can look at is whether the notion that smaller planes rule the day holds true at major airlines right now. And pulling some Flightradar24 data we can see that this has been happening – mostly. The headline takeaway seems to be that bigger planes do still have their place, but for obvious reasons smaller wide-bodies have proven more desirable on many global routes during the past year.
Lufthansa dropped its Very Large Aircraft quickly
If we look at Lufthansa’s data, the trend is very clear right from the beginning of the pandemic. The A380 and the 747s (both -400 and -8I) took a definitive hit beginning in March 2020. That was it for the A380 and the 747-400 for good, it seems. The small rebound in A380 flights recorded in recent months were storage-related. And since the pandemic started, it’s clear that the smaller A330 has been clearly favored, taking up nearly double the percentage of flying it had at Lufthansa pre-pandemic.
What’s most interesting here is that the 747-8I did come back, in some weeks to pre-pandemic levels. That’s quite a big plane. It is probably hard to fill these days. But it is Lufthansa’s flagship now – it has a First Class cabin and it can carry quite a bit of cargo. As a result it kept flying for a while on the bigger US routes like LAX. However recent dips in demand, and the winter season, saw the smaller and more fuel-efficient A350 come in to replace it on many routes. As I write this the Lufthansa 747-8I is in flight on just two routes – Mexico City (MEX) and Buenos Aires (EZE) to Frankfurt (FRA).
If I were to take a guess, I’d say we continue to see the 747-8I for some time on these bigger routes and in busier seasons. It may turn out to be one of the last options for passengers to fly a 747 a few years from now. Eventually, though, the more efficient 777X will replace it. Though Lufthansa has said it’s looking to shift to smaller airplanes overall, the 777X seems a natural fit for its big hub to hub routes. I don’t think we’ll see a day when the A350 is the largest plane in Lufthansa’s fleet – at least as long as Germany remains Europe’s largest economy.
Delta favors smaller, but only by a little bit
If we look at Delta, which also has a wide range of wide-bodies in its fleet, the picture is a little more complicated. In part that’s because initially its 777s and A350s (both of which fit about 300 seats) took over quite a lot of flying while its smaller 767s (200 to 240 seats or so) were more or less parked.
Since then, however, the 777 fleet has been retired and the 767s (both -300 and -400 series) have been doing nearly 60% of Delta’s wide-body flying. And its smallest Airbus wide-body, the A330-200, has flown much less throughout the pandemic. The A330-300, A330-900neo and A350-900 have filled in the rest of the flying, but while they were doing a majority of the wide-body flying in the first months, they’re not back to flying roughly the same percentage of Delta’s wide-body flights as before the pandemic.
It’s interesting to note that a number of 767s have been retired during this time, and A330-300s have been used to fill the gaps where necessary despite having a higher seat count. If no 767s had been retired it’s likely the total percentage of flights run with the 767 would be even higher.
What’s the bottom line?
It seems that airlines have tended to park their biggest planes, but perhaps not as drastically as some might have expected. That may have had a lot to do with cargo capacity. But cargo capacity will continue to be a consideration post-pandemic as well, so it’s not as if these planes will prove useless once things get back to normal. And if we see the boom in travel demand that some are predicting is on the way, many of these larger aircraft may see they get plenty of use yet.
Will there be less very large aircraft in airline fleets overall? Yes, probably. The A380 is all but done for except at a handful of airlines. And will smaller, long-range planes like the 787 prove popular in the years ahead? No doubt. But the bigger, fuel efficient planes like the 777X and A350-1000 will almost certainly still have their place in the sky too.
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Design and Engineering
Article | January 7, 2022
Airplane travel is one of the most convenient means of transportation. Consequently, air travel is growing, and aircraft need to be more efficient. Furthermore, in the aftermath of the pandemic, the aviation industry appears to be committed to ensuring a sustainable airflight future. So, for this, aircraft need to be more efficient in production costs and fuel consumption.
An aircraft design depends on three of the most critical aspects. The first is the factor of reliability. Aviation is the only industry where it is impossible to overlook, rectify, or investigate a failed flight mechanism on the spot. The second factor is the need to minimize the weight and volume of its components to withstand load and fluctuating temperatures. And, the third factor is that it shows extreme concern from an environmental perspective. Temperatures on the ground can reach 60 °C and even -80 °C in the stratosphere, with supersonic aircraft reaching temperatures of over 200 °C.
As a result of these factors, the aircraft lubrication system and its requirements are critical. From an economic perspective, servicing and maintenance are a significant part of airlines' expenses after the purchase. In addition, the replacement of parts can cause airplanes to remain grounded for an extended period. Such circumstances can lead to a loss of time and money simultaneously.
From a safety aspect, failures at every level should be avoided. Failures like the shutdown of engines or breakage of engine parts can lead to aircraft failures or even crashes. So, by knowing all these issues around air travel, you can easily understand the interest in aircraft engine oil.
An Innovative Lubrication System for Aircraft Engine
Aircraft turbines revolve at up to 18,000 rpm (revolutions per minute). Due to this, internal temperatures can rise compared to the ambient temperature outside. So, aviation engines need an efficient oil-based lubricant to less pollute the environment and sustain long-distance air travel.
Recently, researchers in the EU-funded ELUBSYS project developed a novel way to use specified aircraft engine oil to promote efficiency and reliability. For this, SAF (Sustainable Aviation Fuel) is in high demand. Moreover, the project's innovative oil production will also help reduce an airline’s operating and maintenance costs. In this way, Europe’s aircraft manufacturers are way ahead in supporting future aircraft engine development.
“Aircraft engine turbines rotate at a very high speed with the help of the classic rubberized oil-seals used in the aircraft engine. The extremes of temperature and friction involved would destroy them. Yet aircraft engines need to stay lubricated.”
-Vincent Thomas of Techspace Aero in Belgium
Apart from this, the piston engine looks promising for the aviation piston engine industry. However, it seems like a piston engine holds an optimistic future in fuel economy. Now, with the inclusion of piston engines, there is more importance to using piston engine oil in the lubrication system for an aircraft engine.
So, how piston engine will be the game-changer for aircraft?
Piston Engine—A Game-Changer in Fuel Economy
Numerous aviation firms are developing a new type of internal combustion engine. Such engines promise a notable boost in fuel economy while also plummeting greenhouse gas emissions. In addition, start-ups like EcoMotors, Achates Power, and Pinnacle Engines are building variations on piston engines with the help of specific piston engine oil.
The engines serve as combustion chambers where fuel is ignited. That makes engines lighter in weight and faster in their operations with greater power density. In this way, piston engines result in less energy waste and thus operate more efficiently.
“The technology is worthwhile. However, it is a completely different concept compared to conventional engines,”
- Dean Tomazic, Vice President of FEV in Auburn.
There are more success stories from the aviation piston engine industry. These stories predict that, indeed, aviation is going through a significant transformation.
Another significant achievement comes from Pinnacle, based in San Carlos, Calif. It is developing a four-stroke, gasoline opposed-piston engine. The company’s founder, Monty Cleeves, invented a sleeve valve that ensures energy is used for propulsion instead of getting wasted after converting into heat.
Functions of the Lubrication System for Aircraft Engine Oils
What are the significant functions of lubricants in aviation oils and engines?
It is the function that realizes the importance of things. Isn’t it? So, to realize the importance of aircraft engine oils, it’s crucial to show the potential of the aircraft lubrication systems.
1 Friction and Wear Reduction
Lubricants reduce friction and wear in an aviation engine. The aircraft lubrication system deals with cooling, sealing, clearing, and fighting corrosion and rust in the engine.
Airplanes that are used seldom need the thorough protection from rust and corrosion that good aviation oils can provide. Also, frequently flying airplanes need lubricants for smooth engine operations and functions to avoid failures.
2 Acts as a Cooling Agent
But it is critical to use good aviation oils as lubricants. Oil is a heat-transform medium. Thus, a suitable oil should be used so that lubricants can keep the engine cool and smooth.
3 A life Saver of Aircraft Engines
Lubricants help in extending the life span of an aircraft engine. If an aircraft uses good aviation oil, for example, SAF, biofuels, and more, then there are fewer chances of any engine repairs. In this case, piston engines are the best fit for aircraft with high demand. Piston engines use highly lubricant piston engine oils, which increase the longevity of aviation engines.
Let’s look at some key takeaways from the market study of aircraft engine oil.
Aircraft Engine Oil: Key Takeaways from its Market Study
Commercial planes and business jets will likely witness high aircraft lubricant oil sales.
According to IATA, mineral oil demand is expected to rise by 25% by 2030.
Bio-based oils will dominate the aviation industry in response to soaring environmental concerns.
Maintenance, repair, and operations (MRO) activities will emerge as crucial parts of aviation to drive the global aviation lubricant market.
Lastly, what’s understood is that aircraft engine oil is the engine's lifeblood. Thus, the engine must function efficiently to encompass the length between overhauls.
Frequently Asked Questions
What does engine oil do in an aircraft?
Engine oil functions as a coolant. Up to 40% of an aircraft’s cooling comes from engine oil. Oil creates a seal between the piston rings, which reduces wear and friction andprovides better compression with increased fuel efficiency.
How is the engine oil lubricated?
Engine oil is lubricated with seals using air, which holds back the oil. Air and oil need to be separated. The air eventually vents out in the form of heat. That is why good oil is necessary for aircraft for lubrication.
What are the essential functions of engine oil?
The essential functions of engine oil are:
Minimizes friction and reduce wear
Cleans the engine
Transfers heat
Prevents corrosion
Forms a seal
Cools the engine parts
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