<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1700760608566-Screenshot+2023-11-23+192950.png" style="width: 300px;" class="fr-fic fr-dib">Refineries, with their challenging conditions, rely on Non-Destructive Testing (NDT) inspections to ensure safety and reliability. Flare stacks, crucial assets within these refineries, require special attention. Ultrasonic Thickness (UT) inspections play a vital role in maintaining flare stack integrity, preventing incidents, and enabling proactive maintenance.&nbsp;Flare stacks are undeniably vital components but inspecting them has historically been challenging due to their high temperature and heights. Conventional methods often required shutting down the stacks, resulting in productivity losses. Inspectors also had to use ropes or scaffolding, introducing risks and incurring significant time and resource expenses.&nbsp;In the past, conventional inspection methods in refineries were marked by their costliness, time-consuming nature, and inherent risks, particularly in the case of flare stack inspections. However, the introduction of intelligent flying robots has been a game-changer. These innovative robots can seamlessly conduct inspections while flare stacks remain operational, minimizing downtime and boosting productivity.&nbsp;Avestec is on a mission to enhance safety for NDT inspection crews by introducing cutting-edge technology. Safety is the top priority at Avestec, and the introduction of SKYRON has significantly elevated safety standards for inspecting refineries and their assets. Flare stacks, notorious for their extreme temperatures, have made traditional inspections a risky endeavor. SKYRON eliminates these risks by conducting inspections without human intervention, ensuring the safety and well-being of inspection crews.&nbsp;SKYRON redefines inspection efficiency. Unlike traditional methods that require time-consuming setup and human work in heights, the intelligent flying robot can swiftly deploy to fly, attach, and measure these assets. It easily navigates the heights of flare stacks, offering comprehensive inspections in a fraction of the time it would take an entire human inspection crew. This enhanced efficiency translates to significant cost savings, making inspections safer and more cost-effective.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1700760706840-Screenshot+2023-11-23+193128.png" style="width: 300px;" class="fr-fic fr-dib">One of the most significant advantages of employing SKYRON for flare stack inspections is the ability to avoid shutdowns. In traditional methods, shutting down operations was often necessary to ensure personnel's safety by preventing contact with hot surfaces. This not only incurred substantial costs but also led to production interruptions.&nbsp;&nbsp;<iframe id="6433ae788de910000801b259" width="250" class="specs-iframe" height="440" src="https://wevolver.com/iframe/specs/skyron?iframe=true" frameborder="0" scrolling="no" data-lf-form-tracking-inspected-kn9eq4roawkarlvp="true" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-lf-vimeo-playback-inspected-kn9eq4roawkarlvp="true"></iframe>SKYRON, with its ability to perform inspections without the need for human contact, eliminates the need for shutdowns. This breakthrough ensures uninterrupted operations, saving both time and money. The cost savings achieved by avoiding shutdowns can be substantial, especially in industries where downtime is a critical concern.&nbsp;Efficiency isn't just about speed; it's also about precision. SKYRON's advanced rotary arm, equipped with a 38DL PLUS gauge, captures detailed data, providing a comprehensive assessment of the inspected areas. This precision is vital for informed decisions about maintenance and repair, ensuring that potential issues are addressed promptly.&nbsp;By utilizing SKYRON for flare stack inspections, safety is prioritized. The intelligent flying robot can operate in extreme temperatures without risking human lives, making inspections in challenging environments significantly safer. Inspectors remain at a safe distance on the ground. Furthermore, SKYRON's ability to reach areas that are difficult to access for human inspectors minimizes the risks associated with manual inspections, ensuring that even the most hard-to-reach spots are thoroughly examined.&nbsp; In conclusion, the introduction of SKYRON has ushered in a new era of safety, efficiency, and cost-effectiveness for inspecting challenging flare stack hot surfaces. The ability to conduct inspections without human contact of these high-temperature environments is a testament to the transformative power of advanced technology.&nbsp;SKYRON has left an indelible mark as a groundbreaking innovation, revolutionizing the way we approach inspections in challenging industrial environments. In doing so, it ensures that safety remains paramount, efficiency is redefined, and cost-effectiveness is unleashed, making it a key player in the future of industrial inspections, particularly in the realm of flare stack hot surfaces.&nbsp;

Refineries, with their challenging conditions, rely on Non-Destructive Testing (NDT) inspections to ensure safety and reliability. 

Elevating Safety and Efficiency in Flare Stack Inspections

As the global adoption of uncrewed vehicles gains momentum in firefighting operations, it's evident that these technological advancements hold immense potential. 


Why drones are the next step to managing dire responses globally

Maintenance teams and materials have to travel long distances to reach offshore wind turbines. Can drones take over transport tasks and relieve maintenance personnel? The German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) is investigating the possibilities and requirements together with the energy supplier Energie Baden-Württemberg AG (EnBW). In this context, an unmanned DLR small helicopter has now flown to a wind turbine and automatically communicated with it. Seven commercial drone manufacturers will follow up on the findings to further advance the technology developed at DLR. To this end, DLR and EnBW are organising the '<a href="https://www.enbw.com/renewable-energy/wind-energy/our-offshore-wind-farms/offshore-logistics-drones/" target="_blank" rel="noopener noreferrer">Offshore Drone Challenge'</a> (ODC) in June 2024 at the <a href="https://www.dlr.de/ux/en/desktopdefault.aspx/tabid-13303/29379_read-76977/" target="_blank" rel="noopener noreferrer">National Experimental Test Center for Unmanned Aircraft Systems</a> in <a href="https://www.dlr.de/en/dlr/locations-and-offices/cochstedt" target="_blank">Cochstedt</a>.The wake turbulence of wind turbines can strongly affect drones. The drone requires a lot of power to compensate for the air turbulence. "For automated use in a wind farm, the drone must therefore exchange information with the turbines," says Sebastian Cain from <a href="https://www.dlr.de/ft/en/desktopdefault.aspx/tabid-1336/1837_read-32330/" target="_blank" rel="noopener noreferrer">the DLR Institute of Flight Systems</a>, which is leading the project. It is important that the drone and the wind turbine 'understand' each other well. "The drone needs to find the optimum route autonomously. To do this, it needs data from the turbines and wind turbines may have to be stopped so that the drone can reach its destination safely." The interruption in turbine operation – and thus in power generation – needs to be as short as possible.<h2>Communication between wind farm system and superARTIS successfully demonstrated</h2>At the beginning of October 2023, the unmanned DLR small helicopter <a href="https://www.dlr.de/de/forschung-und-transfer/forschungsinfrastruktur/grossforschungsanlagen/superartis" target="_blank">superARTIS</a> took off at the EnBW wind farm in Schwienau (Lower Saxony). superARTIS included information on the operating status of the individual wind turbines, weather information and wake turbulence in the calculation of its flightpath. By means of communications interfaces, the aircraft announced its arrival at a wind turbine. A simulated control room approved the approach, and the controlled wind turbine was stopped. The aircraft was able to approach without danger. The turbine was then reactivated. Had the drone not received clearance, it would have automatically entered a holding pattern. For a realistic scenario, the researchers attached a payload to the aircraft. The test did not take place offshore but on land, to make it safer and easier to conduct the experiments. "However, the results can be transferred to offshore installations. The communication between the flying vehicle and the turbine was conceptualised for offshore operation and is being studied in simulations for this purpose," explains Sebastien Cain.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1699581191327-image-1600-89a9ce22ef9de5a5c8ca1ffcc8ec5c3b.jpeg" style="width: 766px;" class="fr-fic fr-dib">Together with the energy company EnBW, DLR is investigating whether the use of drones can simplify logistics for offshore wind turbines. Researchers from the DLR Institute of Flight Systems used the unmanned DLR superARTIS helicopter for flight tests. These tests were conducted as part of the 'Upcoming Drones Windfarm' project. Credit: DLR (CC BY-NC-ND 3.0)<h2 id="isPasted">Commercial enterprises benefit from research results</h2>The flight test was an important intermediate step in the 'Upcoming Drones Windfarm' (UDW) project organised by DLR and EnBW. The aim of the project is to find out the conditions and necessary steps for the realisation of drone operations, initially for the transport of materials, and subsequently also for passenger transport. The project also includes the 'Offshore Drone Challenge' (ODC), where drone manufacturers and service providers will present suitable solutions. The stakeholders will be able to benefit from the current research results. Companies Anavia, Flowcopter, Flying Basket, HyFly, NEXaero, Unmanned Helicopters and Volocopter were selected and will now present their technologies in Cochstedt during June 2024."We will see several firsts in terms of the number and size of the aircraft," says Sebastian Cain. "In addition, they will all contribute to making the Offshore Drone Challenge a venue for drone demonstrations. It will also create a space for an exchange on technology, business and regulatory matters." Michael Splett, Head of Offshore Operations at EnBW and a member of the National Drone Council of the German Federal Ministry for Digital and Transport (Bundesministerium für Digitales und Verkehr; BMDV), adds: "Offshore wind energy is indispensable for the energy transition and a sustainable energy supply. As operators, it is our task to bring together the two technologies of wind energy and heavy-lift drones. Accordingly, with the ODC we are taking an important step to further explore the realisation of future drone operations."<h2>Test flight maneouvres at the Offshore Drone Challenge in Cochstedt</h2>The Challenge in Cochstedt will focus on testing flight manoeuvres that are relevant to the operation and maintenance logistics for offshore wind farms. This includes software topics as well as design modifications to connect the 'drone' and 'wind farm' systems. The Challenge will be carried out on land, as this is significantly safer, simpler and more cost-effective than the subsequent application at sea. The seven drone manufacturers and service providers will be able put their technologies to the test during the Challenge, which will be held over two days. The various stages include tasks such as picking up and setting down a load as automatically as possible or flying beyond line of sight.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1699581095450-image-1600-8d391c8898893358433a98bded40d44b.jpeg" style="width: 766px;" class="fr-fic fr-dib">The participants of the Offshore Drone Challenge present their technologies in June 2024. The Offshore Drone Challenge will take place at DLR's National Experimental Test Center for Unmanned Aircraft Systems in Cochstedt. Credit: EnBWIn addition to the DLR Institute of Flight Systems in <a href="https://www.dlr.de/en/dlr/locations-and-offices/braunschweig" target="_blank">Braunschweig</a> and the National Experimental Test Center for Unmanned Aircraft Systems, the <a href="https://www.dlr.de/lv/en/desktopdefault.aspx/tabid-18931/30340_read-83666/" target="_blank" rel="noopener noreferrer">DLR Institute of Air Transport</a> in <a href="https://www.dlr.de/en/dlr/locations-and-offices/hamburg" target="_blank">Hamburg</a> is also involved in the Upcoming Drones Windfarm project.The project is being funded by the <a href="https://www.bmwk.de/Navigation/EN/Home/home.html" target="_blank" rel="noopener noreferrer">Federal Ministry for Economic Affairs and Climate Action</a> (Bundesministerium für Wirtschaft und Klimaschutz; BMWK).<h3 id="isPasted">Safe operation of unmanned aircraft systems</h3>The aim of the <a href="https://www.dlr.de/en/ft" target="_blank">research and development work</a> at the Institute of Flight Systems is the simple and safe operation of Unmanned Aircraft Systems (UAS) under complex conditions – challenging weather conditions, obstacle-rich flight environments and interactions with other traffic. One focus is on unmanned cargo transport, together with the development of hardware and software components and the necessary approvals. For this purpose, the Institute operates several unmanned aerial vehicles as test systems.<h3>DLR National Test Center in Cochstedt</h3>The <a href="https://www.dlr.de/en/images/institutes-1/national-experimental-test-center-for-unmanned-aircraft-systems" target="_blank">DLR National Experimental Test Center for Unmanned Aircraft Systems</a> is located in Cochstedt. The testing centre allows networking between interested parties and enables the further development of technologies for Unmanned Aircraft Systems (UAS). The test site in Saxony-Anhalt is accessible to users from start-ups through to the established air transport industry for research and testing. It also acts as an incubator and enabler for start-ups and SMEs. In Cochstedt, UAS technologies can be tested under real conditions before they find their way into everyday use.

The test flight with the unmanned DLR superARTIS helicopter was an important milestone for the 'Upcoming Drones Windfarm' project. The project, which is being carried out by the DLR Institute of Flight Systems together with the energy company EnBW, focuses on the question of whether drones can take over transport tasks for offshore wind farms and relieve maintenance personnel. Credit: DLR (CC BY-NC-ND 3.0)

Logistics for offshore wind farms could be simplified with the use of drones. DLR is working with energy supplier EnBW to determine requirements and possibilities.

Drones to transport personnel and materials to offshore wind farms

In wind-tunnel tests, the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) has investigated the lift generated by commercial aircraft using state-of-the-art measurement and simulation technologies. The findings will help to predict the characteristics of future aircraft much more accurately than before, in order to make them quieter, more efficient and more environmentally friendly.The development of a new aircraft is a lengthy and complex process. An interaction between computer simulations and wind tunnel experiments takes place long before construction and the first flight. "Highly accurate simulations of the airflow around an aircraft are necessary to accurately and reliably predict the aerodynamics and thus the flight envelope of current and future aircraft configurations," says Project Coordinator Cornelia Grabe of the&nbsp;<a href="https://www.dlr.de/en/as" target="_blank">DLR Institute of Aerodynamics and Flow Technology</a> in&nbsp;<a href="https://www.dlr.de/en/dlr/locations-and-offices/goettingen" target="_blank">Göttingen</a>. The same applies to identifying the safe operating range of the engines. The&nbsp;<a href="https://www.dlr.de/as/en/desktopdefault.aspx/tabid-17581/27883_read-72278/" target="_blank" rel="noopener noreferrer">DLR 'Adaptive Data-driven Physical Modelling towards Border of Envelope Applications' (ADaMant)</a> project aims to develop and demonstrate computer models for such high-precision flow simulations.<h2>Joint endeavour by DLR and NASA</h2>DLR and NASA worked together to carry out tests at the Braunschweig&nbsp;<a href="https://www.dnw.aero/wind-tunnels/nwb/" target="_blank" rel="noopener noreferrer">Low-Speed Wind Tunnel (Niedergeschwindigkeits-Windkanal Braunschweig; NWB)</a>, operated by&nbsp;<a href="https://www.dnw.aero/" target="_blank" rel="noopener noreferrer">German-Dutch Wind Tunnels (DNW)</a>, using an internationally recognised research model of a commercial aircraft provided by the US National Aeronautics and Space Administration (<a href="https://www.nasa.gov/" target="_blank" rel="noopener noreferrer">NASA)</a>. Tests with the same model are being repeated in NASA's own wind tunnel, in order to acquire a better understanding of how the use of different wind tunnels affects the resulting measurement data. The airflow around the research model in free flight was examined in the flow simulation, and the wind tunnel was also modelled. The aim was to investigate the extent to which the wind tunnel influences the flow around an aircraft model. This knowledge will make computer simulations and wind tunnel experiments more comparable.<h2>The challenge of turbulent flows</h2>The greatest challenge in the computer modelling of aerodynamic processes is turbulent flows. They require sophisticated computational methods to find a balance between precision and efficiency. While precision is essential to reliably predict the flight envelope of an aircraft or the operating range of an engine, the use of resources such as computing time on supercomputers needs to be reduced to the minimum necessary for such simulations.In the ADaMant project, researchers examined computer models with varying degrees of precision and evaluated them with regard to their suitability both for simulating the airflow around an aircraft's exterior under specific flight conditions and for simulating certain operating ranges of an engine. Ultimately, the knowledge gained should help to improve the computer models used to design and simulate the flight characteristics of future aircraft and engines. This will support and accelerate the development of more efficient and environmentally friendly aircraft.The wind tunnel tests took place inside DNW's Braunschweig Low-Speed Wind Tunnel. The calculations were carried out using DLR's&nbsp;<a href="https://www.dlr.de/en/research-and-transfer/research-infrastructure/hpc-cluster/caro" target="_blank">CARO supercomputer</a> in Göttingen. Six DLR institutes and facilities are involved in the project:

The NASA aircraft model inside the DNW Braunschweig Low-Speed Wind Tunnel (DNW-NWB). 'Sheets' of laser light illuminating the inner and outer wings are used to measure flow velocities. Credit: DLR (CC BY-NC-ND 3.0)

In wind-tunnel tests, the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) has investigated the lift generated by commercial aircraft using state-of-the-art measurement and simulation technologies.

DLR improves the prediction of flight characteristics for future aircraft

Effective time management is essential when conducting inspections on container ships, as it directly influences the cost-effectiveness and competitiveness of maritime cargo transportation. Inspection plays a&nbsp;crucial&nbsp;role in ensuring container ship safety, averting cargo damage,&nbsp;maintaining&nbsp;compliance with environmental rules, and preserving the vessel's value.&nbsp;Ensuring the safety and dependability of container ships involves employing fundamental methods such as contact-based Ultrasonic Thickness (UT) inspections and visual assessments.&nbsp;These inspections proactively&nbsp;identify&nbsp;potential issues before they escalate into significant concerns, thereby aiding in the prevention of maritime mishaps.&nbsp;&nbsp; Regularly inspecting cargo vessels becomes a complex task due to their significant size,&nbsp;necessitating&nbsp;careful maneuvering to access various compartments, structures, and cargo holds.&nbsp;Traditional approaches, like rope access and scaffolding, come with inherent risks and time consumption. Addressing these hurdles, innovative flying robots have&nbsp;emerged&nbsp;as&nbsp;an optimal&nbsp;solution for ship inspections.&nbsp;Avestec's&nbsp;intelligent airborne robot, SKYRON, effectively addresses the difficulties&nbsp;encountered&nbsp;in ship inspections.&nbsp;Watch the video above to see how SKYRON performed UT and visual inspections on a container ship in Vancouver, Canada. It focused on checking the back wall of the cargo hold, the guides for the columns, and the ship's side facing the water. This inspection happened while the ship was parked at the port to unload cargo, highlighting the importance of saving time. SKYRON is a highly advanced flying robot designed for various inspections, reducing risks for&nbsp;humans&nbsp;and cutting down on inspection time and costs.&nbsp;

Watch How Flying Robots Like SKYRON Are Redefining Safety Checks at Sea 

From Robo-Flyers to Smart Scans, Unveiling the Future of Vessel Safety and Performance

Natural disasters, such as floods, hurricanes, earthquakes, and wildfires can cause immense damage to human life and property. In recent years, technology has evolved to the point where uncrewed vehicles can be used to help mitigate the effects of disasters. They excel in areas where human access might be limited or hazardous, enabling them to perform critical tasks such as pre-disaster monitoring, post-disaster assessment, debris removal, supply delivery, and environmental data collection.&nbsp;Critical to utilising uncrewed vehicles for disaster relief is the ability to coordinate vehicles into autonomous fleets and leverage live video links for real-time observation. An example of this is <a href="https://www.cloudgroundcontrol.com/" target="_blank" rel="noopener noreferrer">Cloud Ground Control (CGC)</a>, a platform that can elevate uncrewed vehicles to be effectively employed in managing and mitigating natural disasters.&nbsp;<h2 dir="ltr" id="isPasted">Utilising uncrewed vehicles for pre-disaster preparedness</h2>Uncrewed vehicles can be leveraged pre-disaster, such as mapping risk areas and identifying changing environmental conditions as well as post-disaster, for example risk mitigation, rescue and relief.&nbsp;The foremost strategy to disaster mitigation is pre-disaster preparedness which refers to the monitoring of disaster-prone areas and detecting changes in environmental parameters. These changes help scientists in predicting when a climatic anomaly or disaster may take place and aid in taking preventive actions. Uncrewed vehicles use sensors to gather data in real-time. This data is then sent to software with special algorithms that automatically analyse it and trigger specific actions based on AI interpretation of the results.CGC, for example, aggregates the data collected from multiple uncrewed vehicles and stores it in a centralised cloud-based platform. This central repository ensures that all relevant data is accessible to decision-makers and experts involved in disaster preparedness. The sensors gather data across a wide spectrum of phenomena, such as temperature, humidity, atmospheric composition, electromagnetic radiation, and more. For instance, temperature sensors employ thermoelectric materials to convert thermal energy into measurable electrical signals. Electromagnetic sensors exploit interactions between electromagnetic fields and their target materials to discern properties like object proximity, material composition, or radiation intensity. In the realm of pre-disaster preparedness, the utilisation of uncrewed vehicles equipped with these sensors brings substantial advantages. Firstly, the real-time data collection capability of these sensors enables the continuous monitoring of key environmental parameters that might serve as early indicators of impending disasters.&nbsp;For instance, sudden shifts in temperature, atmospheric pressure, or gas composition could signify the onset of natural events like wildfires, tsunamis, or seismic activities. By promptly identifying these anomalies, authorities and response teams can be promptly alerted, allowing for timely evacuation and mitigation measures. The robust data security measures offered by platforms like CGC ensure the safeguarding of critical environmental and situational data collected by uncrewed vehicles, enhancing the integrity and effectiveness of pre-disaster preparedness efforts. Moreover, the automated relay of sensor-derived data to software integrated with specialised algorithms enables swift data analysis, extracting meaningful patterns and anomalies from the collected information. This analytical process aids in identifying potential disaster precursors, assisting experts in making informed decisions and predictions. The subsequent activation of specific actions through AI-driven interpretation further enhances preparedness.&nbsp;For instance, if a sudden increase in gas concentration indicative of a chemical leak is detected, AI can trigger the deployment of containment measures, thus minimising potential harm to human life and the environment.&nbsp;<h2 dir="ltr">Mapping an area post-disaster</h2>While preparing for natural disasters is key, once they strike, uncrewed vehicles can be on scene rapidly to provide a response. Uncrewed vehicles can be equipped with an array of sensing technologies to accurately map and analyse disaster-stricken areas. These maps are extremely helpful in aiding and increasing the effectiveness of humanitarian efforts. They allow relief workers to identify critical regions and prioritise response efforts. Thermal camera drones can scan a large area and fly over collapsed structures to identify people in distress. Drones can also be employed for pre-and post-disaster large scale 3D mapping of an area which can help in preventive measures before possible disasters and relief efforts afterwards.&nbsp;Furthermore, uncrewed vehicles contribute to post-disaster mapping, surveying, and assessment. Utilising CGC’s cellular micro-modem CGConnect, uncrewed vehicles can be seamlessly linked to a cloud-based drone fleet management platform, enabling real-time live-streaming, command, and control from a web browser. Instead of having to collect data from multiple drones after they have conducted surveys, CGC allows for a simultaneous data collection and transmission from the entire drone fleet of up to 1000 uncrewed vehicles. This significantly enhances emergency response and disaster relief capabilities.&nbsp;<h2 dir="ltr">Humanitarian Relief</h2>Another important use of uncrewed vehicles in disaster relief efforts is their ability to quickly deliver lifesaving supplies. Drones and other unmanned vehicles are currently being employed to directly deliver food, water, and medical supplies to people affected by natural calamities. Due to their maneuverability and flight capability, aerial drones respond much faster in many areas compared to crewed vehicles.&nbsp;Additionally, uncrewed water vehicles (UWVs) can be used to transport supplies and people across flooded areas. These UWVs are equipped with GPS and obstacle detection systems to navigate submerged streets and obstacles effectively. Using their payload capacity, the UWVs travel through flooded neighborhoods, delivering supplies directly to doorsteps where people are stranded.&nbsp;Technology plays a huge role in this, for example CGC can serve as a central platform for coordinating the delivery of such lifesaving supplies. It enables real-time tracking of multiple vehicles' locations, routes, and cargo status. Relief teams can monitor the progress of supply deliveries and adjust routes in response to changing conditions or emerging priorities.&nbsp;<h2 dir="ltr">An ongoing development&nbsp;</h2>Uncrewed vehicles have the potential to revolutionise the way we respond to natural disasters and save countless lives. By providing critical information and assistance in hazardous environments, uncrewed vehicles are becoming an increasingly important tool in the response to natural disasters. &nbsp;It is important to note, however, that uncrewed vehicles are not a panacea but rather an auxiliary tool in the effort of disaster management. While uncrewed vehicles offer substantial benefits, they complement a comprehensive disaster management approach, underscoring the importance of coordinated relief efforts that integrate emerging technologies like <a href="https://www.cloudgroundcontrol.com/" target="_blank" rel="noopener noreferrer">CGC</a> to achieve optimal disaster response outcomes.<h2 dir="ltr" id="isPasted">References</h2><ol><li dir="ltr">Qiu,Stephanie. Cloud Ground Control Empowers Emergency Response And Disaster Relief With 5G Drone Fleet Control. 5 April 2023. [Internet]. <a href="https://www.advancednavigation.com/news/cloud-ground-control-empowers-emergency-response-and-disaster-relief-with-5g-drone-fleet-control/" target="_blank">https://www.advancednavigation.com/news/cloud-ground-control-empowers-emergency-response-and-disaster-relief-with-5g-drone-fleet-control/</a> .&nbsp;</li><li dir="ltr">CORDIS EU Research Results. EU project successfully deploys robots following Italy earthquake [Internet]. <a href="https://cordis.europa.eu/article/id/120405-eu-project-successfully-deploys-robots-following-italy-earthquake" target="_blank">https://cordis.europa.eu/article/id/120405-eu-project-successfully-deploys-robots-following-italy-earthquake</a>&nbsp;</li><li dir="ltr">Pacific Marine Environmental Laboratory. NOAA Saildrone Hurricane Observation [Internet]. [cited 2023 May 14]. Available from: https://www.pmel.noaa.gov/saildrone-hurricane/</li><li dir="ltr">Bateman J. China’s Launching Drones to Fight Back Against Deadly Earthquakes. Wired [Internet]. [cited 2023 May 14]; Available from: https://www.wired.com/2017/01/chinas-launching-drones-fight-back-earthquakes/</li><li dir="ltr">Armed with drones, aid workers seek faster response to earthquakes, floods. Reuters [Internet]. 2016 May 16 [cited 2023 May 14]; Available from: https://www.reuters.com/article/us-humanitarian-summit-nepal-drones-idUSKCN0Y7003</li><li dir="ltr">Martin G. Drones aid SANDF disaster relief efforts in KwaZulu-Natal [Internet]. defenceWeb. 2022 [cited 2023 May 14]. Available from: https://www.defenceweb.co.za/aerospace/aerospace-aerospace/drones-aid-sandf-disaster-relief-efforts-in-kwazulu-natal/</li><li dir="ltr">Science and Technology Directorate. Feature Article: Unmanned Vehicles Could Lead in Dangerous Rescue Situations | Homeland Security [Internet]. 2022 [cited 2023 May 14]. Available from: https://www.dhs.gov/science-and-technology/news/2022/06/09/feature-article-unmanned-vehicles-could-lead-dangerous-rescue-situations</li><li dir="ltr">Covid in Scotland: Drones to carry Covid samples. BBC News [Internet]. 2021 Feb 23 [cited 2023 May 14]; Available from: https://www.bbc.com/news/uk-scotland-glasgow-west-56154503</li><li dir="ltr">Frey T. Using Drones to Eliminate Future Forest Fires [Internet]. Futurist Speaker. 2018 [cited 2023 May 14]. Available from: https://futuristspeaker.com/technology-trends/using-drones-to-eliminate-future-forest-fires/</li><li dir="ltr">Partheepan S, Sanati F, Hassan J. Autonomous Unmanned Aerial Vehicles in Bushfire Management: Challenges and Opportunities. Drones. 2023 Jan;7(1):47.&nbsp;</li><li dir="ltr">Drone Amplified. Fire Management System Embedded to Drones [Internet]. Ignis by Drone Amplified. [cited 2023 May 14]. Available from: https://droneamplified.com/ignis/</li><li dir="ltr">Ocean Infinity. Our Technology - Ocean Infinity [Internet]. Ocean Infinity. 2022 [cited 2023 May 14]. Available from: https://oceaninfinity.com/ourtechnology/</li><li dir="ltr">Tabor A. Volcano-observing Drone Flights Open Door to Routine Hazard Monitoring [Internet]. NASA. 2022 [cited 2023 May 14]. Available from: http://www.nasa.gov/feature/ames/volcano-observing-drone-flights-open-door-to-routine-hazard-monitoring</li><li dir="ltr">Bonali FL, Tibaldi A, Marchese F, Fallati L, Russo E, Corselli C, et al. UAV-based surveying in volcano-tectonics: An example from the Iceland rift. Journal of Structural Geology. 2019 Apr;121:46–64.&nbsp;</li><li dir="ltr">eBee X mapping drone - Drones [Internet]. AgEagle Aerial Systems Inc. [cited 2023 May 14]. Available from: https://ageagle.com/drones/ebee-x/</li></ol>

Critical to utilising uncrewed vehicles for disaster relief is the ability to coordinate vehicles into autonomous fleets and leverage live video links for real-time observation. 


How Uncrewed Vehicles are Rising to the Challenge of Natural Disasters

<img alt="A blue line drawing of a person wearing a hard hatDescription automatically generated" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1695324692147-1695324692147.png" id="isPasted" class="fr-fic fr-dii">For the management of hydropower conveyance systems within pulp and paper facilities, surge tanks stand as critical components, serving as key players for efficient operations. A robust maintenance strategy and a secure work environment are paramount for these systems to thrive. Non-destructive testing (NDT) inspections emerge as a vital practice in maintaining surge tank performance. However, circumstances can be challenging, as showcased in a recent case undertaken by Avestec.&nbsp;The situation presented a dual challenge. Initially, accessing the surge tanks proved intricate due to obstructive towering trees on one front. Subsequently, a haunting specter of potential asbestos contamination&nbsp;emerged&nbsp;on the opposing&nbsp;side, adding&nbsp;an element of danger that&nbsp;couldn&#39;t&nbsp;be ignored. The confluence of these obstacles demanded an innovative approach, one that safeguarded&nbsp;workers&rsquo;&nbsp;well-being while ensuring thorough assessments of the tanks.&nbsp;<img alt="A group of men in safety gearDescription automatically generated with medium confidence" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1695324672404-1695324672404.jpeg" class="fr-fic fr-dii">&nbsp;In response to these complex challenges,&nbsp;Avestec&nbsp;utilized&nbsp;the capabilities of SKYRON, an intelligent flying robot.&nbsp;SKYRON&nbsp;emerged&nbsp;as the perfect&nbsp;inspection&nbsp;tool, smoothly navigating the intricate&nbsp;environment&nbsp;and flawlessly conducting ultrasonic thickness tests on the tank shell.&nbsp;By doing so, it enabled inspection without exposing human personnel to the hazards.&nbsp;Operating SKYRON was a precise coordination of human&nbsp;expertise&nbsp;and&nbsp;cutting-edge&nbsp;technology.&nbsp;A skilled pilot and inspector collaborated to guide the flying robot with precision. While the robot soared over the dense canopy of trees, the team&nbsp;maintained&nbsp;a safe distance, evading the potential asbestos threat. A&nbsp;first-person&nbsp;view&nbsp;camera&nbsp;system&nbsp;interface&nbsp;facilitated&nbsp;real-time monitoring as SKYRON ventured beyond the limits of direct line of sight.&nbsp;The&nbsp;results&nbsp;of&nbsp;Avestec&#39;s&nbsp;inspection were&nbsp;truly&nbsp;remarkable.&nbsp;Within&nbsp;a single day, SKYRON&nbsp;conducted thorough&nbsp;inspections,&nbsp;collecting&nbsp;577 ultrasonic thickness readings in&nbsp;60 minutes&nbsp;flight time.&nbsp; <img alt="A large metal tower with a ladderDescription automatically generated" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1695324672418-1695324672418.jpeg" class="fr-fic fr-dii">&nbsp;This achievement marked a transformative change in the methods of inspecting surge tanks. Through overcoming challenging conditions and executing seamless inspections, SKYRON proves its advantages over conventional approaches, triumphing even in the most demanding environments.&nbsp;

SKYRON's Cutting-Edge Solution Overcomes Hazardous Obstacles and Delivers Rapid Results

Revolutionizing Tank Inspections: How Intelligent Flying Robots Ensure Safety and Efficiency

BVLOS, swarm, and military-grade encryption will enable wider and more diverse applications of drones, while cutting-edge software platforms enable operators to improve fleet coordination with more data control


How drone management platforms are enhancing the next generation of drone technologies

Fig 1 - Printed Circuit Board Chips and Radio Components

Unveiling the Duel of Digital Design - A Comprehensive Exploration of History, Syntax, and Applications of the two popular hardware description languages

Verilog vs VHDL: A Comprehensive Comparison

Power electrification and automated driving are being promoted at a remarkable speed for automobiles owing to advances in electronic technologies such as batteries, motors, and power electronics. On the other hand, strict safety requirements are imposed on aircraft engines. Therefore, electrifying them has been considered unfeasible on both a technical and commercial basis, which resulted in efforts in that area being shelved.Nevertheless, the number of passengers in air passenger transport increased by about 2.7 times from 2001 to 2019*1. This has led to concerns about the negative impact on the environment from the exhaust gas accompanying the further increase in the number of flights in the future. Moreover, an increase in the number of accidents has also been predicted. Accordingly, there is a particular need for the development of autopilot systems that enhance safety during takeoff and landing when the accident rate is high.We explain here the electrification of engines, which solves the problem of exhaust gas from aircraft, and the latest autopilot system technologies, which enhance the safety of aircraft operation.*1: Source: <a href="http://www.jadc.jp/files/topics/174_ext_01_0.pdf" target="_blank" data-lf-fd-inspected-kn9eq4roawkarlvp="true">Japan Aircraft Development Corporation</a> (This linked page is in Japanese.)<h2>Electrification of Aircraft Engines</h2>Aircraft engines have been electrified up to now with a focus on auxiliary equipment such as hydraulic pumps and fuel supply devices. However, amid the international trend toward decarbonization, we have come to see that there is a limit to the extent to which we can curb the amount of exhaust gas with conventional efforts. Accordingly, attempts have begun in recent years to completely eliminate or greatly reduce exhaust gas by electrifying the engine itself (propulsion system). We explain here the limits of conventional efforts, the necessity of electrifying aircraft engines, the system of electric engines, and more.&nbsp;<h3>Conventional Efforts</h3>Electrification has already been promoted in various devices installed on aircraft. This initiative is called More Electric Engine (MEE). It is a technology that electrically drives devices previously driven mechanically, hydraulically, or pneumatically. For example, the power required to drive fuel pumps and hydraulic pumps was obtained from jet engine power and bleed air*2. Replacing that with an electric motor reduces the load applied to the engine. Moreover, carbon dioxide emissions have been reduced by mixing bio-fuel called Sustainable Aviation Fuel (SAF) into aviation fuel, and fuel consumption has been improved by increasing the size of propulsion fans, among other measures.Nevertheless, these measures are only improvements to the auxiliary equipment other than the jet engine and the fuel. There has been a limit to obtaining effects such as eliminating or greatly reducing exhaust gases.*2: This is when some compressed air is extracted from a compressor in a gas turbine engine.<h3>Trend Toward Electrification</h3>The International Civil Aviation Organization (ICAO), the International Air Transport Association (IATA), and other bodies have set a target to be achieved by 2050 of halving carbon dioxide emissions compared with the level in 2005. In the midst of such international trends, it has become clear that it would be difficult to achieve that target with the electrification of engine auxiliary equipment up to now and improvements in the fuel and the fuel consumption.Accordingly, the electrification of aircraft engines is attracting attention as a technology to both handle the increase in aviation demand expected in the future and to reduce exhaust gases. If we replace jet engines with electric motors for aircraft engines, we will be able to eliminate or greatly reduce exhaust gases from engines. Therefore, the development of electric engines has become a pressing issue for many aviation-related research institutes and aircraft manufacturers.<h2>Electric Engine Systems</h2>There are two types of electric engine systems that replace jet engines: the pure electric system that obtains propulsion with just the electric motor and the hybrid system that employs both a jet engine and an electric motor.<h3>Pure Electric Systems</h3>This is also called the full electric system. The engine in this system consists of a secondary battery, an electric motor, and a propulsion fan (Fig. 1). The electric motor is driven by the power from the secondary battery. The propulsive power is obtained from the rotation of the propulsion fan. Absolutely no jet fuel is used in this system. As a result, there are zero carbon dioxide emissions. However, the propulsive power comes from the electric motor and only the secondary battery supplies power. Accordingly, it is difficult to fly a medium-sized or large aircraft with the energy density of current lithium-ion batteries. That means only small aircraft such as single-seater or two-seater can be flown with this system.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NDY1ODk1OTI1LWltZzFlbiAoMSkucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 766px;" class="fr-fic fr-dib">Fig. 1: Pure electric system<h3 id="isPasted">Hybrid Systems</h3>There are two types of hybrid system: the parallel hybrid system and the series hybrid system. These are systems that combine a jet engine or a gas turbine and an electric motor. It is possible to obtain large propulsion for a long period of time compared to the pure electric system. Therefore, these systems can also be used to fly medium-sized and large aircraft.<h4>Parallel Hybrid Systems</h4>The engine in parallel hybrid systems consists of a jet engine, a secondary battery, and an electric motor driven by the secondary battery (Fig. 2). The propulsive power is obtained by rotating the propulsion fan using both the jet engine and the electric motor.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NDY1OTI2NjMxLWltZzJlbi5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 766px;" class="fr-fic fr-dib">Fig. 2: Parallel hybrid system<h4 id="isPasted">Series Hybrid Systems</h4>The engine in series hybrid systems consists of a generator, a jet engine for driving the generator, and a secondary battery in addition to the electric motor (Fig. 3). The rotation of the jet engine is transferred to the generator to generate power. The electric motor is then driven by that power to rotate the propulsion fan. The jet engine is used to drive the generator. This gives the system some advantages. There is a high degree of freedom in the location where the system is installed on the aircraft. There are also few restrictions on the placement position of the electric fans that generate propulsion and the number of those fans. Moreover, it is also possible to charge the secondary battery by regenerating the surplus power and the rotational energy of the jet engine when not using the electric motor.The power generated by the jet engine drives the electric motor in this system. This means energy loss occurs during power generation. However, it is possible to improve the propulsion efficiency by optimizing the placement and number of propulsion fans utilizing the high degree of freedom in design.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NDY1OTQ5NzU0LWltZzNlbi5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 766px;" class="fr-fic fr-dib">Fig. 3: Series hybrid system<h2 id="isPasted">Latest Aircraft Autopilot (Automatic Control) System Technologies</h2>Aircraft autopilot systems have a long history. They are able to provide stable operation after takeoff. However, it has not been possible to use autopilot systems for taking off and landing in difficult conditions due to the accompanying danger. Nevertheless, it has started to become possible in recent years to operate aircraft with the autopilot system even under conditions that would once have been considered difficult. This has been achieved by improving the precision of radar, image recognition systems, and radio wave sensors, increasing the response speed of actuators such as motors and valves, and enhancing other areas. Against such a background, experiments have also begun recently to perform all operations, from takeoff to landing, with the autopilot system.&nbsp;<h3>What Is an Autopilot System?</h3>The autopilot system automates the operation of aircraft to reduce the operational burden on the pilot. When using the autopilot system, the pilot can operate the aircraft automatically by setting the altitude, bearing, speed, destination, and other conditions based on instructions from air traffic control, weather information, location information, information on aircraft in the surroundings, and other data.In general, pilots leave operation to the autopilot system a few minutes after takeoff in the case of passenger planes. After that, it is possible to fly safely except in fog, strong winds, or other poor conditions. The pilot then manually operates the aircraft during landing when there is greater risk. Of course, pilots have the skills to perform all operations manually. However, there are many tasks performed by the pilot other than operating the aircraft such as flight management and drafting flight plans during the flight. Accordingly, it is possible to fly even more safely by entrusting operation to the autopilot system.<h3>Autopilot System Mechanism</h3>Autopilot systems have an aircraft attitude control function (pitch, roll, and yaw; Fig. 4), an altitude and speed control function, and a function to give guidance to the destination.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NDY1OTc3Mzk5LWltZzRlbi5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 766px;" class="fr-fic fr-dib">Fig. 4: Pitch, roll, and yawOf these functions, the aircraft attitude control and altitude and speed control are performed by the accelerometer, tilt sensor, and other sensors, and the FCC*3, ACC*4, and actuators*5. The sensors detect the attitude, direction, altitude, and speed of the aircraft. The detected signals are then sent to the FCC. The FCC sends the command to operate the actuators to the ACC. The ACC supplies the power required to drive the actuators. Through that, the actuators appropriately operate the ailerons, rudders, elevators, and other rotor blades. Safe flight by the autopilot system is achieved with that.The actuator and rotor blade movements are also normally transmitted to and displayed on the monitors, meters, and other instruments in the cockpit. The pilot can see the operating status of each device and the attitude of the aircraft from the display on the monitors and meters. In addition, autopilot systems comprise multiple systems, as a failure could lead to a major accident. This ensures high reliability.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NDY2MDE3MDkxLWltZzUuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 766px;" class="fr-fic fr-dib">*3: Flight control computer (FCC): The FCC calculates the optimal steering angle according to the flight control law by taking into account the status of each device in the aircraft, the engine propulsion, the airflow, and other factors. It then outputs the signals that determine the degree of movement by the rotor blades (ailerons, rudders, elevators, etc.) to the ACC.*4: Actuator control computer (ACC): The ACC supplies the power required to the actuators that drive the rotor blades according to commands from the FCC.*5: Actuators: Actuators are devices that convert electricity, pressure (oil pressure, air pressure, etc.), heat, magnetism, and other forms of energy into mechanical motions such as rotation, expansion and contraction, and bending. Electric motors, hydraulic pistons, and electromagnetic solenoid devices are examples of actuators.<h2>Electrification of Aircraft Engines and Autopilot System Electronics Technologies</h2>The issue that must be resolved as a top priority for the electrification of aircraft engines is the realization of a long cruising range. One way of extending the cruising range is to increase the amount of energy the aircraft is equipped with by loading more batteries onto it. However, unlike other transportation devices, it is not possible to tolerate an increase in the weight of aircraft by increasing the number of batteries. Therefore, it is necessary to improve the energy density of the batteries. Research and development are already underway in countries around the world to significantly improve the energy density of batteries. There have been reports such as those that say they have reached 450 Wh/kg at the cell level. If a level of about 500 Wh/kg is realized, it will be possible to expect that technology to be used as assist power during the takeoff and ascent of passenger planes with the hybridization of aircraft engines. Moreover, a water cooling system to cool the converters, inverters, and other devices is also a burden in terms of the weight. Accordingly, it is best to adopt an air-cooling system. This means it is necessary to use gallium nitride (GaN) or silicon carbide (SiC), which generate little heat, for semiconductors. Of course, there is also a need for a wide operating temperature range from high to low temperatures and vibration resistance for the electronic parts used in the peripheral circuits.On the other hand, the autopilot system is a bundle of electronics technologies realized by many sensors, computers, and actuators. Therefore, improvements in electronics technologies lead directly to improvements in the functions and safety of the autopilot system. For instance, the FCC transmits electrical signals to the ACC in a fly-by-wire system in which the rotor blades are operated by those electrical signals. If electrical noise enters into these signals, it may cause the actuators to malfunction. For that reason, it is necessary to take measures against that using an optical fiber cable, which is not affected by electrical noise. Furthermore, it is essential to equip the system with a high-precision attitude indicator and an Attitude Heading Reference System (AHRS) to realize full autopilot system flight (autonomous flight), including takeoff and landing. These devices require MEMS sensors*6, which provide both high reliability and high performance.In this way, electrical signals and electric power are responsible for many elements relating to flight in electric aircraft. Therefore, it is essential to improve electronics technologies to put electric engines into practical use regardless of their system.*6:&nbsp;<a href="https://www.murata.com/en-eu/products/sensor/library/mems-basic#guide_01" target="_blank">Basic knowledge of MEMS Technology</a><h2>Summary</h2>The advantage of electric aircraft is that they emit far less greenhouse gases than aircraft equipped with conventional jet engines. They are equipped with a flight system suitable for safe operation employing an excellent autopilot system.In addition to improving the aerodynamic characteristics*7 of the aircraft and the efficiency of the power devices, it will also be necessary to do things such as acquiring technologies and knowledge through interaction with a wide range of fields such as aircraft materials and biotechnologies for the aviation industry in each country to advance globally in the field of electric aircraft in the future. The road ahead is by no means an easy one. There is a tendency to think that the realization of electric aircraft is still a long way in the future from the artist&#39;s impressions of such aircraft we can see today. Nevertheless, as we have stated, research and experiments toward the practical use of electric aircraft have already begun.There are many technologies that have already been realized in other fields, including power electronics, high-power motors, and high-energy-density batteries in the field of electronics in particular. It will be possible to divert the use of those technologies to electric aircraft by further improving their performance. All this tells us that there is no doubt that the day is not so far off in the future when we will see environmentally friendly electric aircraft clear stringent safety requirements to be realized both technically and commercially.*7: Aerodynamic characteristics: Examples of aerodynamic characteristics in the case of aircraft include air resistance, the force that pushes up the aircraft, and the air resistance ratio (lift-to-drag ratio). It is possible to lighten the load on the engine and to reduce the amount of fuel consumption by improving these characteristics.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NDY2MDQ1Mjg5LWltZzYuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 766px;" class="fr-fic fr-dib"><hr id="isPasted"><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1694466244974-1694466244974.png" class="fr-fic fr-dii">If you have any questions based on this article that you would like to discuss with an expert at Murata, don&#39;t hesitate to reach out. There&#39;s an entire team ready to support you with your question.<a href="https://www.murata.com/en-eu/contactform?&Detail=Wevolver%20request" target="_blank" rel="nofollow" class="button-main-action">GET IN TOUCH</a>

Power electrification and automated driving are being promoted at a remarkable speed for automobiles owing to advances in electronic technologies such as batteries, motors, and power electronics. On the other hand, strict safety requirements are imposed on aircraft engines. Therefore, electrifying them has been considered unfeasible on both a technical and commercial basis, which resulted in efforts in that area being shelved.

Electrification of Aircraft Engines and the Latest Autopilot System Technologies

In this episode, we delve into the remarkable achievement of the German Aerospace Center (DLR) as they successfully execute the maiden flight of their hybrid demonstrator aircraft.

Podcast: Hybrid Takes The Sky With HyBird

It may be a clich&eacute;, but it is a time of unprecedented change in the global aviation, aerospace and space industry. No sooner had the Covid pandemic ended, temporarily grounding air travel, than a high-intensity peer-on-peer war erupted in Eastern Europe with Russia&rsquo;s invasion of Ukraine. Climate action, meanwhile, is now top of the agenda in many places, and the aerospace industry is racing to decarbonise itself &ndash; even as it &nbsp;struggles with supply chain shortages and a skills crisis. Meanwhile, sci-fi dreams of flying taxis, rockets that land vertically, hotels in space and now AI that can hold lengthy conversations with humans are almost here. All of these external factors make for a challenging landscape for today&rsquo;s firms to navigate when deciding on technology and investment priorities. This landmark survey, with an impressive take-up, saw over 1,800 responses from RAeS members, with respondents ticking job roles, such as Engineer (29.48%), Procurement (15.15%), Product Designer/ &nbsp;Development (13.66%), R&amp;D (12.61%), Retired (8.46%), Other (8.08%), IT/Digital (7.47%) and Student (5.09%). In addition, as might be expected for the &lsquo;Other&rsquo; category, this also included a significant number of respondents with &lsquo;pilot&rsquo; in their job title. In terms of seniority, some 27.32% of respondents were in the &lsquo;Middle Management&rsquo; category, while 23.41% described themselves as &lsquo;Experienced&rsquo; and 21.73% as &lsquo;Team Lead&rsquo; level. Let us take a look at some of the key takeaways from this survey.&nbsp;<h2>Key takeaways</h2>Reflecting on the key priorities of the global aerospace industry, recruiting more skilled personnel was chosen as the number one focus by respondents at 52.9%, closely followed by Sustainability (51.6%) and Supply Chain Shortages (50.7%). This tracks closely with the sector-wide skills&rsquo; crisis the aerospace industry now finds itself in, with a combination of demographics and workers not returning after being furloughed or downsized during the pandemic. Meanwhile, the sustainability agenda is also accelerating as the industry races to decarbonise itself. Yet, aerospace is still reeling and attempting to play catch-up with disrupted supply chains that have played havoc with tightly integrated &lsquo;just-in-time&rsquo; global networks. In November 2022, Airbus CEO Guillaume Faury said he expected &lsquo;supply chain constraints&rsquo; to last another year.The &lsquo;Other&rsquo; (5.59%) category, which allowed respondents to specify additional issues threw up some further challenges and issues, such as &lsquo;inflation and its negative effects on sustainability and growth&rsquo;, &lsquo;regulation changes post-leaving EASA&rsquo;, &lsquo;fuel price increases&rsquo; and a call from one respondent to embrace digitalisation fully: &lsquo;the industry is operating in the past. Most of the leaders in the industry are missing the key lessons regarding AI and automated systems. Nobody is looking at information technology as a key component in aerospace...why?&#39;Meanwhile, the survey found that <a href="https://www.protolabs.com/en-gb/services/cnc-machining/" target="_blank" title="CNC Machining">CNC&nbsp;</a><a href="https://www.protolabs.com/en-gb/services/cnc-machining/?utm_source=wevolver&utm_medium=referral&utm_campaign=uk-aerospace-0523&utm_content=wevolver-aerospace-manufacturing-0823" target="_blank" title="CNC Machining">machining</a>&nbsp;(53.85%) was the key prototyping/manufacturing technology in the aerospace sector, followed by <a href="https://www.protolabs.com/en-gb/services/3d-printing/?utm_source=wevolver&utm_medium=referral&utm_campaign=uk-aerospace-0523&utm_content=wevolver-aerospace-manufacturing-0823" target="_blank" title="3D Printing">3D printing</a> (51.41%) and then Robotic Manufacturing (44.88%) and <a href="https://www.protolabs.com/en-gb/services/injection-moulding/" target="_blank" title="Injection Moulding">Injection&nbsp;</a><a href="https://www.protolabs.com/en-gb/services/injection-moulding/?utm_source=wevolver&utm_medium=referral&utm_campaign=uk-aerospace-0523&utm_content=wevolver-aerospace-manufacturing-0823" target="_blank" title="Injection Moulding">Moulding</a> (41.51%). While the option of CNC machining in grinding, cutting and milling metallic structures as the number one choice is perhaps no surprise for aircraft production, the selection of 3D printing/additive manufacturing by nearly 50% of respondents is more noteworthy. This indicates that 3D printing has now gone mainstream in the aerospace and space industry, passing from a niche &lsquo;rapid prototyping tool&rsquo; to more &nbsp;widespread use. Indeed, earlier this year saw the first-ever fully 3D-printed rocket, Terran 1, attempt to reach orbit.In the &lsquo;Other&rsquo; category at 4.10%, additional suggestions included &lsquo;casting&rsquo;, &lsquo;digital twinning&rsquo; and &lsquo;MBSE (model based system engineering)&rsquo;, as well as several entries suggesting &lsquo;composites and composites moulding&rsquo;.<img border="0" width="478" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjkyMDE3NTc1OTAzLTE2OTIwMTc1NzU5MDMuanBlZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" alt="cnc mill operator" class="fr-fic fr-dii"><h3>In-house or outsourced?</h3>Roughly 25-50% of components are manufactured in-house, found the survey, with 39.68% of respondents picking this option, followed by 23.35% indicating a greater vertically integrated in-house capability at 51-75% and 21.35% for more outsourced enterprises &ndash; under 25%. This backs up consolidation trends in the aerospace industry that have seen mergers and acquisitions in recent years concentrate manufacturing in a smaller number of large &lsquo;Tier 1&rsquo; or &lsquo;Super Tier 1&rsquo; suppliers.&nbsp;<h3>The digital skills gap</h3>However, in embracing the possibilities of this new digital manufacturing landscape, the survey highlighted that the aerospace sector could well be falling behind with respondents selecting &lsquo;Lack of expertise&rsquo; as the biggest obstacle &ndash; highlighting a growing need for &lsquo;digital natives&rsquo; and IT specialists in the aerospace industry. Despite its history of being on the cutting-edge of technology, the aerospace industry is now competing with the financial sector, app developers, AI specialists, motorsports and more. Indeed, consultants McKinsey found that, for every traditional engineer the global aerospace and defence (A&amp;D) industry is trying to recruit, it is also trying to recruit two software engineers. Other challenges identified were &lsquo;Project costs&rsquo; &ndash; an admission perhaps that investing in &lsquo;Factory 4.0&rsquo; technology may be initially expensive. Meanwhile, &lsquo;Secure networks/cybersecurity&rsquo; was also highlighted as a concern. This is particularly relevant with the current geostrategic environment and the &lsquo;decoupling&rsquo; of some industries with China and Russia.<img border="0" width="570" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjkyMDE3NTc1OTIxLTE2OTIwMTc1NzU5MjEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" alt="aerospace part design and manufacture" class="fr-fic fr-dii"> The industry as a whole is significantly automated with 29.84% of respondents replying their manufacturing was 51-75% automated, followed closely by the 25-50% segment (28.47%). Interestingly, some 11.29% of respondents chose &lsquo;none&rsquo; as an answer. This could very well indicate sub-sectors in small batch production, artisan-style manufacturing, such as rebuilding WW2 &lsquo;warbirds&rsquo; or assembling custom UAV prototypes.In automated manufacturing, it would also be interesting to revisit this question in a few years time to see the effect of the nascent eVTOL sector on the answers. Here &lsquo;air taxi&rsquo; manufacturers are aiming for automotive-levels of production with Archer and Vertical both planning 2,000 air vehicles a year. This is over double the 661 airliners that Airbus delivered in 2022 and strongly suggests that the level of automation will increase.As might be expected from a highly-regulated industry designing safety-critical equipment and components, &lsquo;quality&rsquo; was the overriding (64%) factor chosen by respondents in designing and manufacturing parts for the aerospace sector. Yet &lsquo;quality&rsquo; is not purely just about safety &ndash; but also flows into overall costs with tightly integrated and complex supply chains, where the discovery of substandard parts or components can cascade further down the production process and disrupt deliveries. Recent examples include the pause in some Boeing 737 MAX deliveries, due to substandard fittings from Spirit AeroSystems.The focus on quality, standards and experts on hand was echoed in the largest (47.47%) &lsquo;very important&rsquo; answer to the question: &lsquo;How important is certification when working with manufacturing partners?&rsquo;&rsquo;&nbsp;<h3>Certification priorities</h3>A free-form poll of the most valuable aerospace certifications to hold produced a wide range of answers &ndash; not all of them manufacturing related. However, despite the UK respondents slightly outnumbering US ones in this survey, the number of people who put &lsquo;FAA&rsquo; as a single answer outnumbered &lsquo;EASA&rsquo; two to one &ndash; potentially a sign of how dominant the US still is in the global aviation regulatory framework and the importance of designing products for this key market.Finally, the top priority for the next three years was again recruiting skills and talent (55.77%), followed by sustainability (52.33%) and ramping up civil production post-Covid (47.56%).This then is a clear message about the immediate skills and recruitment crisis that the industry is facing &ndash; and one that if not solved, then the other two (sustainability/ramping up production) cannot happen. Among the comments in the &lsquo;Other&rsquo; category (4.83%) were &lsquo;Competition with China, Security of Proprietary Data And Technology&rsquo;, &lsquo;Space Exploration and Commercialisation&rsquo; and, interestingly, one suggestion that: &lsquo;a strong PR campaign should be launched to counteract present trends that (falsely) consider aviation a highly polluting industry.&rsquo;&nbsp;<h3>Summary</h3>In conclusion then, this was a landmark survey into the state of the aerospace industry in 2023, providing a significant snapshot of the global aerospace sector as it emerges from the pandemic and attempts to ramp up production, recruit skilled workers and meet sustainability targets. it will be interesting to see what lies ahead for the industry in the future, and good to keep a close eye on how widely digital manufacturing expand through the industry.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1692025170653-Wevovler-Aerospace-Stat-highlights.jpg" style="width: 765px;" class="fr-fic fr-dib"> <div id="_com_1" language="JavaScript"><a href="#_msoanchor_1" target="_blank"></a></div>

In early 2023, a joint survey from the Royal Aeronautical Society and Protolabs was conducted to learn more about the aerospace sector’s most important concerns and top priorities. Tim Robinson FRAeS examines the results, and provides you with a breakdown.

Aerospace manufacturing in 2023

HyBird is a small, hybrid-electric aircraft concept. Its goal is to serve routes of less than 1000 kilometres and with low passenger volumes in a climate-compatible way. The German Aerospace Center (Deutsches Zentrum f&uuml;r Luft- und Raumfahrt; DLR) has now successfully conducted the first flight of a 1:4 scale demonstrator of HyBird at the <a href="https://www.dlr.de/en/ux" target="_blank">National Experimental Test Center for Unmanned Aircraft Systems</a> in <a href="https://www.dlr.de/en/dlr/locations-and-offices/cochstedt" target="_blank">Cochstedt</a>. The concept, which combines two gas turbines, batteries and electrically powered propellers, was originally designed by students as part of the <a href="https://www.dlr.de/en/latest/news/2019/03/20190927_dlrnasa-design-challenge-en" target="_blank">NASA/DLR Design Challenge 2019</a> and subsequently further developed by several DLR institutes and facilities in collaboration with Airbus ProtoSpace.&quot;Small aircraft carrying few passengers over comparatively short distances are ideal for bringing sustainable propulsion systems and concepts into widespread use as quickly as possible,&quot; says Markus Fischer, DLR Divisional Board Member for Aeronautics. &quot;With HyBird, DLR is providing an innovative stimulus for climate-compatible connections to remote regions as well as for personalised short-haul air traffic from small airports. I am very pleased that this first demonstration flight has been successful. It will be followed by additional exciting flights and the continued development of this promising concept.&quot;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1691147202828-image-1600-584901812d6d7aa60bde62302bec38f3.jpeg" style="width: 766px;" class="fr-fic fr-dib">The new HyBird configuration was flown for the first time during flight tests at the National Experimental Test Center for Unmanned Aircraft Systems in Cochstedt. The concept for the 1:4 scale demonstrator was designed as part of the NASA/DLR Design Challenge 2019. Credit: DLRThe flight tests in Cochstedt saw a new configuration flown for the first time. The current configuration of HyBird consists of a high-wing aircraft with a large propeller at each wingtip and at both tips of the V-tail. A hybrid propulsion system with two gas turbines for power generation and with the possibility to switch off one of the turbines in cruise flight significantly increases the energy efficiency compared to existing aircraft of this size. At cruising speed, in particular, it is possible to achieve a fuel consumption roughly as low as the per passenger, per kilometre energy requirement of a modern electric car. A &#39;battery boost&#39; enables an all-electric take-off. The location and size of the propulsion systems also helps to reduce noise emissions.HyBird is designed to carry five to nine passengers at least 700 to 1000 kilometres. The concept, submitted as part of the NASA/DLR Design Challenge by the winning team of students from the <a href="https://www.uni-stuttgart.de/en/" target="_blank" rel="noopener noreferrer">University of Stuttgart</a>, has resulted in a remotely piloted, instrumented experimental vehicle with a maximum weight of 25 kilograms. &quot;After winning the Design Challenge, things really &#39;took off&#39;,&quot; recalls Project Lead Florian Will from the <a href="https://www.dlr.de/en/sl" target="_blank">DLR Institute of System Architectures in Aeronautics</a>. This success was followed by employment at DLR for the simultaneously scientifically in-depth and application-oriented research and implementation of the concept.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1691147186420-image-1600-bb629735563542196d91e9f2e9a67f2f.jpeg" style="width: 766px;" class="fr-fic fr-dib">The data collected during HyBird&#39;s first flight will be used to improve the concept. The team from the DLR Institute of System Architectures in Aeronautics is planning another test flight later this year. Credit: DLR&quot;With the first flight, we were able to collect a large amount of valuable data, which are now being used for the improvement of our concept,&quot; Will explains. &quot;This is our strategy; with a demonstrator, you can conduct flight tests at a comparatively early stage. This allows us to gain extensive knowledge and expertise, which in turn flows directly into the design of future aircraft. We are planning another flight with the modified demonstrator before the end of this year.&quot;<hr><h3 id="isPasted">FGAA - Future General Aviation Aircraft</h3>The flight tests with the HyBird demonstrator are integrated into the DLR Future General Aviation Aircraft (FGAA) project. The aim of this project is to design a climate-compatible small aircraft that falls into the CS-23 certification category and to bring this into operation. It was within this context that the project team presented itself at the kick-off of the <a href="https://www.dlr.de/en/research-and-transfer/innovation-and-transfer/dlr_startup-factory" target="_blank">DLR_Startup Factory</a>.The FGAA early-stage researcher group is based at the <a href="https://www.dlr.de/en/images/institutes-1/small-aircraft-technology-research-facility" target="_blank">DLR Innovation Center for Small Aircraft Technologies</a> in <a href="https://www.dlr.de/en/dlr/locations-and-offices/aachen" target="_blank">Aachen</a>. DLR researchers from the institutes of <a href="https://www.dlr.de/en/sl" target="_blank">System Architectures in Aeronautics</a> (<a href="https://www.dlr.de/en/dlr/locations-and-offices/hamburg" target="_blank">Hamburg</a>), <a href="https://www.dlr.de/en/as" target="_blank">Aerodynamics and Flow Technology</a> (<a href="https://www.dlr.de/en/dlr/locations-and-offices/goettingen" target="_blank">G&ouml;ttingen</a>) and <a href="https://www.dlr.de/en/el" target="_blank">Electrified Aircraft Engines</a> (<a href="https://www.dlr.de/en/dlr/locations-and-offices/cottbus" target="_blank">Cottbus</a>) work together in the group. The HyBird demonstrator was constructed by <a href="https://www.airbus.com/en/newsroom/news/2016-03-airbus-creators-airbus-protospace" target="_blank" rel="noopener noreferrer">Airbus ProtoSpace</a> at the <a href="https://zal.aero/en/" target="_blank" rel="noopener noreferrer">Center of Applied Aeronautical Research</a> in <a href="https://www.dlr.de/en/dlr/locations-and-offices/hamburg" target="_blank">Hamburg</a>.

HyBird is currently a high-wing aircraft with a large propeller at each wingtip and at both tips of the V-tail. The initial concept has now evolved into a remotely piloted, instrumented experimental vehicle with a maximum weight of 25 kilograms. Credit: DLR (CC BY-NC-ND 3.0)

HyBird is a small, hybrid-electric aircraft concept. Its goal is to serve routes of less than 1000 kilometres and with low passenger volumes in a climate-compatible way. The German Aerospace Center (DLR) has now successfully conducted the first flight of a 1:4 scale demonstrator of HyBird at the National Experimental Test Center for Unmanned Aircraft Systems in Cochstedt.

DLR conducts first flight of HyBird demonstrator

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aviation

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aviation

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