Flying Magazine reports, “The last Gulfstream G650 has rolled off the production line, marking the end of a “legendary era,” the company said Wednesday. The news marks an end of a “legendary era,” the company said.
Full Story (Flying Magazine)
Author: aiaaorg
Second Launch of Blue Origin’s New Glenn Rocket Planned for Late Spring
Space News reports, “Blue Origin expects to attempt its second New Glenn launch in late spring after correcting problems that prevented the booster from landing on the first launch last month. Speaking at the 27th Annual Commercial Space Conference here Feb. 12, Dave Limp, chief executive of Blue Origin, suggested a propulsion issue of some kind caused the loss of the New Glenn booster during its landing attempt on the Jan. 16 NG-1 launch. ‘We had most of the right conditions in the engine but we weren’t able to get everything right to the engine from the tanks,’ he said. ‘We think we understand what the issues are.’
Full Story (Space News)
U.S. Air Force Begins Initial Operational Testing and Evaluation of MH-139 Grey Wolf
Flying Magazine reports, “The U.S. Air Force recently launched initial operational testing and evaluation (IOT&E) of the MH-139 Grey Wolf, the helicopter set to replace the service’s aging fleet of Bell UH-1N Hueys that perform nuclear security missions. During the week of January 27, three MH-139 flights operated by the 550th Helicopter Squadron at Malmstrom Air Force Base, Montana, demonstrated its capabilities, the Air Force said.”
Full Story (Flying Magazine)
Aviation Week’s Check 6 Podcast: Beyond The Hype—What’s Happening With Air Taxis
In Aviation Week’s most recent Check 6 Podcast, “Beyond The Hype—What’s Happening With Air Taxis,” Aviation Week Managing Editor Ben Goldstein is joined by Aviation Week editors Graham Warwick and Jens Flottau, as well as Sergio Cecutta, founder and partner at SMG Consulting, to discuss “the progress underway in the fast-growing advanced air mobility industry.”
Listen to Podcast (Aviation Week)
ULA Awaits Space Force’s Certification of its New Vulcan Rocket
Ars Technica reports, “Last October, United Launch Alliance started stacking its third Vulcan rocket on a mobile launch platform in Florida in preparation for a mission for the US Space Force by the end of the year. That didn’t happen, and ULA is still awaiting the Space Force’s formal certification of its new rocket, further pushing out delivery schedules for numerous military satellites booked to fly to orbit on the Vulcan launcher.”
Full Story (Ars Technica)
NASA Successfully Tests Distributed Spacecraft Autonomy, Enabling Spacecraft Swarms
AZOROBOTICS reports, “Through the Starling mission and a virtual lunar orbit scalability study, researchers have demonstrated the feasibility of fully autonomous spacecraft operations. These advancements set the stage for more intelligent, adaptive, and scalable multi-spacecraft missions, revolutionizing space exploration and scientific research.”
Full Story (AZOROBOTICS)
AIAA Public Review
AIAA S-155, Rendezvous and Proximity Operations (RPO) and On Orbit Servicing (OOS) – Spacecraft Fiducial Markers, has been issued for public review. This document outlines functional, physical, and operational requirements for fiducial markers used in proximity operations, capture and servicing, including manipulation of in-space assets. It is intended to apply to a broad array of RPO/OOS industry participants from spacecraft equipment manufacturers, spacecraft operators, service providers, developers of RPO/OOS simulation, planning and safety tools, and insurers.
AIAA S-158, Prepared Free-Flyer Capture and Release, has also been issued for public review. This document describes best practices, functional requirements, operational requirements, and norms for the design, testing, and operations of prepared Free-Flyer Capture between Servicing Spacecraft and a Client Space Object. The intent is to ensure safe and reliable operations for prepared in-space capture, and to lay the foundation for future standards for prepared capture interfaces.
Public review deadline for both drafts is 14 April 2025. For a copy of the drafts, submission of public review comments, or questions, please contact Nick Tongson .
How Boom’s XB-1 Went Supersonic Without the Noise
Aerotime reports, “During the demonstration flight on January 28, 2025, the XB-1 broke the sound barrier three times, but not one of those occasions caused an audible sonic boom. ‘This confirms what we’ve long believed,’ says Blake Scholl, founder and CEO of Boom. ‘Supersonic travel can be affordable, sustainable, and friendly to those onboard and on the ground.’ Now, Boom Supersonic has shared more details on the technology behind its quiet supersonic achievement, which it calls ‘Boomless Cruise.’”
Full Story (Aerotime)
Aviation Week Article: Airbus Delays Hydrogen But Expands Engine Test Plan
Guy Norris at Aviation Week reports, “Airbus is slowing ambitions to develop a hydrogen-fueled airliner by the mid-2030s but is expanding nearer-term plans to flight test unducted and ducted sustainable aviation fueled (SAF) engines for its next-generation single aisle. Under its ZEROe initiative announced in 2020, Airbus planned to develop a 100-seat hydrogen-fueled airliner for service entry in the middle of next decade, and aimed to flight test supporting propulsion and systems technology on an Airbus A380 later this decade.”
Full Story (Aviation Week)
Dryden Lecturer Addresses Future of Getting to Greener Aviation
By Anne Wainscott-Sargent, AIAA Communications Team
As the aviation sector looks to achieve net zero carbon emissions by 2050, the biggest gains may not happen in the air but on the ground, stated Tim Lieuwen, the 2025 AIAA Dryden Lecturer in Research, during the 2025 AIAA SciTech Forum in January.
“The least cost way to get to a net-zero society is to take a system view about economy-wide CO2 emissions and where and how aviation fits into that, rather than trying to zero out CO2 emissions sector by sector. It makes sense if you think about it – it’s a whole lot cheaper to manage your CO2 emissions from something that’s sitting on the ground, potentially sitting right above a depleted oil reservoir versus trying to manage something that’s flying around and has to deal with all the safety issues of aviation,” said Lieuwen.
The Georgia Tech executive vice president for Research, Regents’ Professor, holder of the David S. Lewis, Jr. Chair, and the executive director of the Strategic Energy Institute explored the interconnectedness of energy sources, carriers, and storage systems, noting the significant role of fossil fuels in the current U.S. energy system and the potential for synthetic fuels.
He highlighted four different options for zeroing out climate impacts using a high-fidelity model of the entire energy system. Organized in a 2×2 matrix, the model showed the option of economy-wide decarbonization, where different sectors contribute in a coordinated way. Then he presented a visual of sector-by-sector decarbonization, where each sector individually zeroes out its contributions.
According to the EPA, transportation is the largest contributor of CO2 emissions, with the aviation sector contributing roughly 2.5%, compared with 28% from automobiles.
Lieuwen noted there is a difference between zero CO2 and net zero. Net zero focuses on the overall CO2 emissions budget, allowing for some sectors to potentially emit CO2 and some sectors to be net-negative CO2. In this scenario, the least-cost role of aviation in an economy wide net-zero CO2 society is a mix of conventional fossil fuels and renewable hydrocarbons like sustainable aviation fuels (SAF). If aviation’s aim is to pursue “a least-cost societal net-zero target,” then he advocated for an economy-wide net zero strategy.
Using a least-cost model, the energy expert showed some surprising insights where fossil fuels and renewable fuels are equally split 50/50.
“Half are fossil fuels and the other half are synthetic fuels that you can manufacture like SAF. You see big growth in renewables and big growth in biofuels,” he explained.
Lieuwen also observed that in this least-cost world, half of all energy will rely on electricity which will prompt big growth in electrification, going from 20% to 50%. He also predicted significant R&D investments around power electronics, high-voltage motors, batteries, and energy storage.
Fossil Fuels Dominate Current Energy Economy
Another big takeaway was how society moves and stores energy will continue to use fossil fuels, although in a significantly diminished role from today.
“We’re in an 80/20 split with the current U.S. energy economy as a whole, which means that we use fossil fuels roughly for 80% of the means by which we move energy around and store it. We use electricity as an energy carrier for the other 20%. These are multi-trillion-dollar sectors. It’s important to recognize the interconnectedness of all this. For example, the aviation sector is leveraging and contributing technologically to and is also benefiting from infrastructure of existing industrial sectors, such as oil pipelines and the oil refining industry.”
Aviation’s Critical Role
Part of achieving this least-cost societal net-zero target in aviation is developing SAF, which currently are more expensive than fossil fuel, and will likely require policy levers, carbon taxes, or tax credits to become a reality, Lieuwen predicted.
There will continue to be a premium placed on aviation advances that offer thermal efficiency as well as operational flexibility.
“The ability to have systems that are low emission/high efficiency, but yet don’t surge/don’t stall, where your flame stays attached, where the system is stable, is very, very important,” said the researcher before briefly sharing highlights of his research that focuses on better understanding the interaction of how fast waves of flames move in combustion engines.
“The interaction of acoustic waves… create interference patterns which are controlled by how fast vortices move versus how fast waves on flames move,” he explained. “If a vortex is not moving at the same speed, what’s happening is you have two periodical disturbances moving at different velocities.”
This phenomenon leads to destructive instabilities in rockets, in home heaters, and in aircraft engines, Lieuwen shared.
Asked after his presentation if he thought the increased tempo in rocket launches would hurt efforts to decarbonize, Lieuwen said, “I would suspect the overall carbon footprint that is going to those direct launches will pale relative to other sectors.” He predicted major follow-on secondary impacts from all the satellite activity, however.
Nuclear’s Potential
Another question concerned the role of nuclear energy in getting to net zero. “Nuclear is really important,” said Lieuwen. “In fact, if we could solve this problem of low-cost nuclear [energy] it would totally transform what least-cost net zero looks like.”
Amanda Simpson, former deputy assistant Secretary for Energy under the Obama administration who also directed the U.S. Army Office of Energy Initiatives, found Lieuwen’s remarks timely and on target. The former VP for Research and Technology and head of Sustainability for Airbus Americas said that the aviation sector has grappled with the question of whether net zero by 2050 is the right commitment.
“While it’s an admirable goal, is it a realistic? It’s a very expensive and difficult goal,” she said.
Simpson added that addressing the CO2 issue in aviation is also hard, and she agreed with Lieuwen that it’s easier to decarbonize something on the ground.
“There’s so much to be done in the remaining 26 years, we have to go after everything. There is not going to be a silver bullet – we have to tackle everything to start bringing the [greenhouse gas usage] totals back,” she said.