At the heart of this transformation lies the crucial role of satellites, particularly exemplified by the cutting-edge MetOp-SG satellites crafted by Airbus for the European Space Agency (ESA) and EUMETSAT.

Satellites like MetOp-SG serve as the vanguards of weather forecasting, providing an extensive array of precise data essential for enhancing numerical models and climate monitoring. Without these orbiting observers, the accuracy and reliability of weather forecasts would be greatly compromised.

Philippe Chambon, a researcher at Météo-France, underscores the pivotal role of satellite data, emphasizing that approximately 90% of the information utilized in numerical weather prediction models originates from Earth observation satellites like MetOp-SG. With its advanced instrumentation, these satellites promise to revolutionize forecasting accuracy, enabling meteorologists to anticipate weather patterns with unprecedented precision both globally and regionally.

But how does this process unfold? Imagine the atmosphere as a complex puzzle, with each piece representing various atmospheric parameters like temperature, humidity, wind patterns, and precipitation. Through a sophisticated network of observations, simulations, and analysis powered by numerical models, meteorologists decipher this puzzle to generate comprehensible weather forecasts for the masses.

The familiar icons of sun, clouds, and temperature readings that populate weather apps on our smartphones are the tangible outcomes of this intricate process—a culmination of data collection, analysis, and interpretation condensed into easily digestible information.

Beyond mere convenience, weather forecasting plays a critical role in safeguarding lives and livelihoods. By anticipating and warning against impending natural disasters such as storms and heatwaves, forecasters provide vital lead time for communities to prepare and mitigate potential damage, ultimately saving lives and preserving economic stability.

In essence, weather forecasting is a remarkable fusion of cutting-edge technology, scientific expertise, and human foresight. From the vast expanse of space to the palm of your hand, the journey of weather data underscores the remarkable progress humanity has made in understanding and predicting the complexities of the atmosphere, ensuring a safer and more informed tomorrow for all.

The industrial process known as Additive Manufacturing (AM) has given rise to new perspectives on part design. It can be used for a wide range of tasks, from routine maintenance to creating bio-ink implants, from building spacecraft parts to printing entire homes.

The International Space Station (ISS) currently has multiple plastic 3D printers; the first one was delivered in 2014. Because obtaining equipment can take months, astronauts have already used them to replace or repair plastic parts. This is because one of the main challenges of living in space is the lack of supplies. However, not all materials can be made of plastic.

Over the next few decades, this logistical constraint will become more severe on future Moon and Mars stations. Printing the part is still more efficient than shipping the entire thing to its destination, even if the raw material still needs to be launched.

The second difficulty is safety: shielding the International Space Station (ISS) from the laser’s harsh printing environment and the heat it produces. Like a safe, the printer is housed in a metal box that is sealed. Significant thermal control is implied by the melting point of metal alloys that are compatible with this process, which can be far higher than 1,200°C compared to about 200°C for plastic.

Does metal printing work well in a microgravity setting?

One of the questions the team is attempting to address is this one. For this experiment, two printers will be used: an engineering model on Earth and a “flight model” inside the International Space Station. Four samples that the astronauts print in space will be returned to Earth for examination. The engineering model printer will be used to produce the same specimens. Girault adds, “ESA and Danish Technical University will conduct mechanical strength and bending tests as well as microstructural analysis on the parts made in space and compare them to the other specimens in order to evaluate the effects of microgravity.”

The quality of metal printing in orbit will be better understood due to metal 3D printing on board the International Space Station (ISS). It will also offer important insights into how to run a metal 3D printer in space. One major step towards preparing the technologies humanity will need for a long-term presence on the Moon is the printing of structural parts in space.

Boeing’s ecoDemonstrator Explorer, a United Airlines 737-10, will fly with SAF and traditional jet fuel separately. NASA’s DC-8 Airborne Science Lab will follow and measure emissions and contrail ice particles. They want to see how SAF affects contrails and if it reduces atmospheric warming.

The tests are supported by the FAA, GE Aerospace, the German Aerospace Center (DLR), and World Energy. World Energy will supply SAF from California.

This project is part of Boeing and NASA‘s ongoing partnership to study SAF’s impact on emissions. SAF can cut emissions by up to 85% compared to regular jet fuel and improve air quality near airports.

Boeing’s Chief Sustainability Officer, Chris Raymond, is hopeful about the project. NASA’s Rich Wahls believes flight testing is crucial for understanding SAF’s effects. United’s Chief Sustainability Officer, Lauren Riley, is excited about the potential of SAF. GE Aerospace is proud to support the research. DLR’s Markus Fischer sees this as an important step in reducing aviation’s climate impact.

Boeing’s ecoDemonstrator program aims to have 100% SAF-compatible commercial planes by 2030.

The historic flight was conducted from VoltAero’s Royan, France, research and development centre. It used both the hybrid powertrain’s electric mode and its internal combustion engine, which was fueled by TotalEnergies’ Excellium Racing 100, a bioethanol made from waste that comes from French vineyards.

By validating its electric-hybrid powertrain and the use of sustainable fuels, VoltAero’s Cassio S testbed aircraft was used for this significant demonstration, reducing the risk of airworthiness certification for upcoming production versions of the Cassio aircraft family.

The VoltAero propulsion concept is unique: Cassio aircraft will utilize an electric motor in the aft fuselage-mounted hybrid propulsion unit for all-electric power during taxi, takeoff, primary flight (if the distance traveled is less than 150 km.), and landing. The hybrid feature – with an internal combustion engine – comes into play as a range extender, recharging the batteries while in flight. Additionally, this hybrid element serves as a backup in the event of a problem with the electric propulsion, ensuring true fail-safe functionality.

The Cassio 330, with a four- or five-seat interior and 330 kilowatts of combined electric-hybrid motor, will be VoltAero’s first production aircraft. The six-seat Cassio 480 and the 10- or 12-seat Cassio 600, both of which have electric-hybrid propulsion systems with 480 and 600 kilowatts of combined power, will come after it.

The hybrid-electric propulsion system of the demonstrator combines a fuel-burning engine from Pratt & Whitney with a 1-megawatt electric motor created by Collins Aerospace. More effective engine performance will be possible during the various flying phases, including takeoff, climb, and cruise, through the hybrid-electric system. Business divisions of RTX include Collins Aerospace and Pratt & Whitney.

The development and design of the High Voltage High Power EWIS for the hybrid-electric propulsion system will be led by GKN Aerospace in the Netherlands. After the design process, GKN Aerospace will be in charge of producing the required hardware and mounting it on the demonstrator aircraft.

Modern electrical distribution systems that are powering a substantial portion of today’s passenger flights and military aircraft are provided by GKN Aerospace, a renowned leader in engine systems and EWIS solutions for aircraft. Teams from all over the world, including Montreal, Canada, where the hybrid-electric flight demonstrator project is situated, provide assistance for GKN Aerospace’s EWIS centre of competence in the Netherlands.

This workhorse helicopter seems to be capable of almost anything: S-92s transport oil workers to offshore rigs, assist in border enforcement, and will soon transport the American president aboard Marine One. Even a booster rocket falling from space was caught in the air by an S-92 in 2021.

Two CT7-8A turboshaft engines from GE Aerospace, one of a class of engines that have accumulated more than 100 million flight hours since its introduction in the late 1970s, are powering this versatile helicopter.

As part of their maintenance, repair, and overhaul (MRO) at ITP Aero, a Spanish company that also services CT7 engines for Leonardo’s AW189/AW149 and the S-92, CT7 engines will now operate on a mixture of sustainable aviation fuel (SAF) and conventional jet fuel. The recently announced effort intends to further integrate SAF into commercial aircraft operations while reducing CO2 emissions at ITP’s site.

When it comes to CT7 engine maintenance, GE Aerospace and ITP Aero are taking the initiative to employ a SAF blend as they both work towards a lower-carbon future in which there may be an energy transition for helicopters and aeroplanes. SAF can be produced from a range of materials, including biomass, algae, fats, greases, and even collected CO2 and hydrogen. A standard for 100% SAF is currently being developed, however all CT7 engines, a development of the T700, can now run on a mixture of up to 50% SAF and normal aviation fuel.

One of the CT7’s selling points has always been its ease of maintenance. A CT7 that requires maintenance is taken to a specialised facility, like the ITP Aero facility in Albacete, Spain, which was first settled by Moors on the banks of the Don Juan River in La Mancha. Any engine that is put back into operation must undergo testing and qualification procedures.

“Sustainable aviation fuels are critical to enabling the aviation decarbonisation roadmap.” “We are committed to supporting all efforts that contribute to their global availability at scale,” stated Airbus CEO Guillaume Faury. “The collaboration with DG Fuels supports the emergence of a new technological pathway allowing for the production of SAFs from a broader range of waste and residue sources, initially in the United States, with the potential for large-scale production globally.”

DGF’s fuel production system is fully based on cellulosic waste products, such as logging sector wood waste, and renewable energy sources, such as wind and solar power.

DGF’s plant is expected to have an initial production capacity of 120 million US gallons (454 million litres) of SAF per year on average, saving roughly 1.5 million tonnes of CO2 emissions per year beginning in 2026.

“The DGF team is excited to have finalised this SAF partnership with Airbus,” said Michael Darcy, Chairman and CEO of DG Fuels, “and we look forward to working together to accelerate the initial SAF facility in Louisiana and subsequent scale up at various locations throughout the United States and beyond.”

The collaboration with Airbus advances DG Fuels’ goal of initiating the equity process and making a final investment decision (FID) on the construction of DG Fuels’ first SAF plant in the United States. The judgement is due in early 2024. In this connection, Airbus and DGF have agreed to share a percentage of the first plant’s production to benefit Airbus’ customers.

The KC-390 for Hungary has everything the Hungarian Air Force asked for, including a special pipe for refueling in the air. This pipe helps the plane stay in the sky longer.

They just turned on the electricity in the first KC-390 for Hungary. This means the plane’s electrical system is working. Next, they’ll add more systems and test how it flies.

What’s cool about the KC-390 for Hungary is that it has a special medical room, like a hospital, inside. This is important for helping people during emergencies, like natural disasters.

The KC-390 can do a lot of different jobs, like carrying cargo and troops, dropping supplies from the sky with precision, and even sending paratroopers into action. It can also refuel other planes while flying.

This plane is part of Hungary’s agreement with Embraer. They are getting two of these KC-390 planes to make their Air Force stronger. The first one will arrive in 2024.

Embraer is also working closely with Hungary. They have opened an office in the capital, Budapest, to work together on future projects. This partnership will help both sides, with a focus on long-term projects and advanced technology.

So, Hungary is getting a powerful new plane, the KC-390, to help its Air Force, and Embraer is working closely with Hungary to build a strong partnership.

These KC-390 are fully NATO compatible, not only in terms of its hardware but also in its avionics and communications configuration. Furthermore, the KC-390 probe and drogue refueling system means the aircraft can refuel the Hungarian JAS 39 Gripen, as well as other aircraft that use the same technology.

In August 2021, Embraer announced the opening of an office in Budapest, the capital of Hungary, with the main objective to foster cooperation in the country. This initiative is part of Embraer’s strategy to establish new partnerships in select markets. Some of the key aspects of this future cooperation are the collaborative efforts with new partners, long-term projects, and investment in reliable dual-use technology.

Pick up the A350. Similar to all Airbus Commercial Aircraft programmes, the supply chain and various Airbus facilities create the composite coverings, spars, and other parts for the wings. At our Broughton plant in the UK, workers then put the wings together.

Each finished A350 wing set is transported to Toulouse by the BelugaXL air transporter using Sustainable Aviation Fuel (SAF) with a 50% blend, where it is attached to the central wing box and fuselage during final assembly.

Many things must occur before this production puzzle may be solved. The overall aircraft design marks the beginning of the process. In addition to flight controls and high lift systems, this determines the shape and properties of the wing.

The next step is the so-called “co-design” phase. The structural design of a wing develops simultaneously with the industrial system needed to manufacture it.

Leaner, longer, and lighter
Higher levels of automation will be used to build wings in the future. Airbus experts will determine the appropriate mix of manual and automated assembly using a method known as “design for manufacture,” ensuring that the wings are produced correctly at the proper price the first time, every time.

Longer, leaner, and lighter wings will be used in the future. When these qualities work together, an aeroplane can gain lift while using less fuel, which reduces CO2 emissions.

A change in wing manufacture is required to accommodate this change in wing design. To construct such a lightweight wing at scale and speed while being cost-effective, Airbus’ industrial infrastructure must be outfitted. Wing of Tomorrow fills that need for a fundamental rethink that is required by the change.

Airbus is entering a new era of industrial capabilities thanks to Wing of Tomorrow, which serves as a test site for innovative manufacturing and automation methods that combine productivity and ergonomic advancements.

For instance, multi-product moving pulse lines similar to those found in auto factories could be implemented in manufacturing. As a result, Airbus would be able to operate on several wing components at once and enable shorter production cycles for quicker assembly. For instance, drilling automation not only reduces lead times but also frees up expert operators for jobs with a higher added value.