By <a href="https://www.linkedin.com/in/katelinklassen/" target="_blank">Kate Klassen</a>, Training and Regulatory Specialist It’s not every day I get excited to see an email before 0600. But March 26, was one of those days! Unexpectedly, <a href="https://tc.canada.ca/en" target="_blank">Transport Canada</a> announced the publication of the highly anticipated <a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html" target="_blank">Canada Gazette II</a> which included new regulations for RPAS Operations Beyond Visual Line-of-Sight and Other Operations.  It’s a hefty publication with lots of cross-references and makes for a bit of a dense read. But after a day of reading, re-reading, digesting and consulting with other colleagues who share my nerdiness about this area, I’m pleased to provide this overview – which we’ll continue to update as new information becomes available.  All-in-all, it’s what we were expecting and hoping to see: Common-sense amendments to existing regulations, noticeable inclusions from feedback on the Canada Gazette I draft, and formalization of the next phase of routine RPAS operations in Canada.  If you were one of the many who took the time to provide comments to Transport Canada following CG1, well done. What we saw today is proof they listen and that those efforts matter. Thank you, TC! Some regulations come into effect on April 1 2025, with others commencing November 4, 2025. This phased approach enables the mechanisms for compliance to be in place prior to requiring compliance with them. In other words, it gives you time to get prepared before it’s required by law. So don’t panic. There are no major changes required before this flying season. You can’t even fly BVLOS under these rules until November.Now, let’s dive in. Below: Low-risk BVLOS flights will be permitted starting November 4, 2025. These operations will require a new Level 1 Complex RPAS Certificate<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1743191322516-Drones-with-hyperspectral-sensors-will-be-used-to-detect-vegetation-health-jpeg-2.webp" style="width:100%px" class="fr-fic fr-dib" alt="Large Drone" /> <h3 id="isPasted">Practically Speaking </h3>As mentioned, the <a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html" target="_blank">document published</a> is complex. Our goal here is explain what it actually means in the real world. So we’re going to break this down into implications for different scenarios. Here’s what the new rules mean for RPAS pilots with:  …A SUB-250 GRAM DRONE<ul><li>As of April 1 2025, flying your microdrone at an <a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html#:~:text=in%20alphabetical%20order%3A-,advertised%20event,-means%20an%20outdoor" target="_blank">advertised event</a> will require a <a href="https://tc.canada.ca/en/aviation/drone-safety/drone-pilot-licensing/get-permission-special-drone-operations/lower-risk-operations" target="_blank">Special Flight Operation Certificate</a>  </li><li>On April 1, there are more regulations than just the CAR 900.06 ‘don’t be an idiot’ rule that come into force. These specifically spell out steps to follow if you inadvertently enter restricted airspace (CAR 900.07) and include prohibitions around emergency security perimeters (CAR 900.08) </li></ul>…A BASIC RPAS CERTIFICATE<ul><li>Not many changes aside from general tidying of rules to ensure intent aligns with application </li><li>You can allow a non-certified individual to fly under your supervision (CAR 901.54) </li><li>You are qualified as a visual observer for BVLOS operations </li></ul>…AN ADVANCED RPAS CERTIFICATE<ul><li>You get new capabilities as of November 4th – and you don’t have to do any additional testing to take advantage of them! </li><li>You’ll be able to carry out <a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html#:~:text=de%20contingence)-,extended%20VLOS%20operation,-means%20an%20operation" target="_blank">EVLOS</a> – Extended Visual Line Of Sight operations. This allows you to fly up to 2NM from the pilot, control station and Visual Observer at any time during the flight, provided the pilot and control station are at the take-off and launch location (CAR 901.74) </li><li><a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html#:~:text=de%20SATP)-,sheltered%20operation,-means%20an%20operation" target="_blank">Sheltered</a> Operation – This allows the drone to be flown around a building or structure without the use of a visual observer, in accordance with certain conditions  </li><li><a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html#:~:text=au%20sol)-,medium%20remotely%20piloted%20aircraft,-means%20a%20remotely" target="_blank">Medium Drones</a>: You’ll be permitted to fly drones with an operating weight of up to 150kg  </li><li>With an Advanced Certificate already in hand, you meet the prerequisite to begin your Level 1 Complex ground school (more in a moment). If you’ve passed the Advanced Certificate but only hold your Basic because you haven’t yet done your Flight Review, you can pursue the Level 1 Complex</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1743191486395-indro-robotics-5g-drone-1080x675-1.jpg.webp" style="width:100%px" class="fr-fic fr-dib" alt="5G Drone" /><h3 id="isPasted">And Routine, Low-Risk BVLOS?</h3>This was an area the industry had really been pushing for in the new regulations. Specifically, to be able to carry out such flights without the need for a Special Flight Operations Certificate. Here, too, there’s good news:<ul><li>After November 4 2025, you’ll be able to fly low-risk BVLOS if you hold a Level 1 Complex RPAS pilot certification (CAR 901.89). This means BVLOS in uncontrolled airspace and away from people</li><li>Permits the operation of a 250g – 150kg RPAS to conduct a BVLOS operation in uncontrolled airspace and one kilometre or more from a <a href="https://populated%20area/" target="_blank">populated area</a> </li><li>Permits the operation of a 250g – 25kg RPAS to conduct a BVLOS operation in uncontrolled airspace over a <a href="https://gazette.gc.ca/rp-pr/p2/2025/2025-03-26/html/sor-dors70-eng.html#:~:text=a%C3%A9ronef%20t%C3%A9l%C3%A9pilot%C3%A9)-,sparsely%20populated%20area,-means%20an%20area" target="_blank">sparsely populated area</a> or at one kilometre or more from a <a href="https://populated%20area/" target="_blank">populated area</a> </li><li>In addition to holding a Level 1 Complex pilot certificate, you also need to be an RPAS Operator (RPOC) or an employee/agent of one and comply with the conditions of your certificate (CAR 901.88) </li></ul>    <h3>Interesting Nuggets: </h3><ul><li>RPAS Operating Certificate uses the acronym RPOC rather than ROC (as was drafted previously). This is likely in response to anticipated confusion with the ROC-A or Radio Operator Certificate with Aeronautical qualification issued by ISED</li><li>The new regs contain detailed guidance for visual observers and their requirements in various scenarios</li><li>You can’t “daisy chain” Visual Observers for EVLOS over greater distances. The pilot/control station needs to be at the take-off and landing area and the RPA can’t go further than 2 NM from the pilot, control station AND VO. </li><li>Despite previous suggestions, there is no medical requirement! Just fit-to-fly rules like previously</li></ul> There are also some changes to SFOC requirements. Police operations at events won’t require an SFOC. Department of National Defence operations won’t require them, just adequate coordination. In addition, you’ll be able to drop lifesaving gear without an SFOC, providing you don’t create a hazard. Declarations, maintenance and servicing will take on a more prevalent role (not surprising, given the EVLOS, low-risk BVLOS, and the ease of restrictions on flying heavier drones). It’s also worth noting that the already-useful <a href="https://nrc.canada.ca/en/drone-tool/" target="_blank">Drone Site Selection Tool</a> (DSST) will get upgraded to include new situational data layers for lower-risk BVLOS. These layers will include population density, aerodromes, controlled airspace, and Detect and Avoid requirements. <img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1743191858232-DJI-Dock-Banner-jpg.webp" style="width:100%px" class="fr-fic fr-dib" alt="DJI Dock" /> <h3 id="isPasted">Kate's Take</h3>Canada Gazette II is a massive document. I actually tried to do a word count and the computer simply froze in fear. But, in conjunction with all of the above, here are some final key takeaways:<ul><li>Don’t freak out: There’s plenty of time to process and time to act. There are no major changes happening before November 4th, though you’ll probably want to get your ducks in a row before then if you anticipate your flying season extending beyond that date</li><li>For maybe the first time ever, regulations have outpaced technology. We still (desperately) need technical detect solutions that are reliable, capable and affordable</li><li>We’ve had a few folks reach out about ground school for Level 1 Complex and yes – we absolutely will be offering this. At <a href="https://flyy.thinkific.com/" target="_blank">FLYY</a>, we have things well underway as we were anticipating this announcement.</li></ul>Unlike previous ground schools, there are some instructor requirements that need to be in place before we can even make the declaration to TC that we’re offering TP15530 compliant training. We’re on top of it!We plan to start offering live, TC-compliant courses prior to the end of April. Over a series of weeks, these courses will run every Wednesday at 0930 PDT for 2.5 hours. These sessions will be recorded and made available to all course participants to review or watch at their leisure. We’ll keep you posted as we get closer to launch.You can take advantage of our presale <a href="https://flyy.thinkific.com/courses/L1C-groundschool" target="_blank">here</a> to make sure you’re first in line.

What the new drone regulations mean for you and your drone operations.

Canada's New Drone Regulations

Sustainable Aviation Fuels (SAFs) will play a central role in reducing the climate impact of aviation over the coming years. A study by the European Union Aviation Safety Agency (EASA) has identified six measures for achieving the fastest possible emission reductions with SAF, including their targeted design to minimise soot formation. But which fuels are best suited for reducing non-carbon dioxide climate effects based on their chemical composition? The EU PACIFIC (Particle emissions, Air Quality and Climate Impact related to Fuel Composition and Engine Cycle) project, led by Airbus, aims to answer this question. The German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) is collaborating on the project along with Rolls Royce, Neste and others, to test and evaluate ten carefully selected SAF variants for their soot formation and reduction potential. The project is receiving around five million euros in EU funding and will run for three and a half years.Sabine Klauke, Chief Technology Officer at Airbus, says: "Addressing aviation's non-carbon dioxide emissions is crucial to achieving truly sustainable aviation. We are committed to minimising these impacts through science-based approaches and innovative technologies, while maintaining operational efficiency. The PACIFIC project will quantify and measure the non-CO2 emissions associated with different SAF compositions. Using an innovative ground experimentation process, we will be able to reproduce conditions without delay and repeat them when needed. We look forward to the results of this multi-year project."<h2>Extensive testing on high-pressure test benches and aircraft</h2><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1743123859092-image-1000-1301c9e6bb877e3979bdef1be6f1b426.jpeg" style="width:100%px" class="fr-fic fr-dib" />Sustainable aviation fuels (SAF) put to the test at HBK1 The three most promising SAF blends being tested under real cruise flight conditions in the High-pressure Combustion Chamber Test Rig 3 (HBK1), operated by the DLR Institute of Propulsion Technology. Researchers are analysing soot emissions in the exhaust gas. Credit: DLR (CC BY-NC-ND 3.0)During the project, SAF variants will be examined in detail under realistic conditions for the first time and compared directly with one another. The fuels will first be tested on the single-sector combustor test facility operated by the DLR Institute of Propulsion Technology in Cologne. Researchers will then analyse three selected SAF compositions under real cruising flight conditions in a the high-pressure combustion chamber at the HBK1 test facility. In both test environments, the research team will use a special measurement technique to analyse the soot particles in the exhaust gases – specifically assessing their concentration and size distribution across the different fuels.Researchers at the DLR Institute of Combustion Technology are contributing their laser diagnostics to these investigations. Selected fuels will also be assessed in collaboration with the University of Helsinki to determine their influence on ice crystal formation. Based on ground measurements, the University of Mainz will then model the climate impact of contrails produced by different fuel compositions. Further ground emission measurements are planned at Airbus in Toulouse using a mobile measurement vehicle from the DLR Institute of Combustion Technology.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1743123883058-image-1000-f2412036e7426e68e819e16d4d33d692.jpeg" style="width:100%px" class="fr-fic fr-dib" />Different SAF variants in DLR's single-nozzle sector test rig DLR is analysing the potential of ten selected sustainable aviation fuel (SAF) variants to reduce soot emissions using the single-nozzle sector test rig at the DLR Institute of Propulsion Technology. Credit: DLR (CC BY-NC-ND 3.0)"The climate impact of aviation is driven by both carbon dioxide and non-carbon dioxide effects. The extent of these effects depends on the chemical composition of the fuel, the combustion processes in the engines and the interaction of the emitted pollutants with the surrounding air," says Markus Fischer, DLR Divisional Board Member for Aeronautics. "Through our wide-ranging involvement in the EU’s PACIFIC project, we aim – together with our collaborators from industry and research – to maximise the reduction of contrail's warming effect. By selecting and using the most suitable sustainable aviation fuel compositions, we are paving the way for climate-compatible aviation with significantly reduced non-carbon dioxide effects and a reduced carbon footprint."<h2>Data flows into a digital fuel design tool</h2>The DLR Institute of Combustion Technology is working intensively to enable predictions on the tendency of a fuel to produce soot based on their composition. To do this, researchers are using models from the Simfuel® platform and its extensive database, which now includes data on more than 15,000 conventional jet fuels, over 450 novel fuels and various analyses of key molecular groups and models of material properties. Using machine learning models for material and performance properties, this database allows researchers to predict fuel behaviour in technically relevant processes. The project is now expanding the database to include the Yield Sooting Index (YSI) of real fuels – an indicator of a fuel's soot tendency, using laser-based laboratory measurements."The basic idea is to investigate the influence of fuel composition from fundamental experiments through to test bench trials and, ultimately, real-world aircraft behaviour," says Georg Eckel, DLR project leader for PACIFIC. "By doing so, we aim to close gaps in our understanding left by previous flight tests. Another major advantage is that DLR will also be able to further develop the DLR Simfuel® design tool platform in the process." The ultimate goal is to design efficient and sustainable fuels that minimise the climate impact and also improve local air quality at airports. The EU's PACIFIC project is making a valuable contribution in this regard.

The EU PACIFIC project is investigating how fuel composition affects aircraft behaviour – from basic experiments and test rig trials to real-world operations. Credit: DLR (CC BY-NC-ND 3.0)

As part of the EU's PACIFIC project, DLR is testing promising sustainable aviation fuels for their potential to reduce the sector's climate impact.

In search of the best sustainable fuels for climate-compatible aviation

SCANTECH is redefining high-precision 3D scanning with the launch of NimbleTrack-CR, an intelligent, wireless 3D scanning system designed for unparalleled detail capture. Built upon the advanced capabilities of the NimbleTrack series—wireless freedom, lightweight portability, and metrology-grade accuracy—this next-generation system pushes the boundaries of 3D digitization in industrial inspection, cultural heritage preservation, and research.Equipped with high-performance industrial cameras and intelligent algorithms, NimbleTrack-CR captures even the finest structures with exceptional precision, delivering true-to-life digital models. Whether for quality control in manufacturing or non-contact preservation of historical artifacts, it provides reliable, detailed scans that open new possibilities in measurement, restoration, and documentation.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528664617-1.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Unmatched Detail Capture </h2>NimbleTrack-CR is equipped with a state-of-the-art optical imaging system and intelligent algorithms, enhanced by advanced cross technology and sub-pixel image processing for exceptional precision. This system captures fine details with high precision, achieving "what you see is what you get." <h3>Industrial Measurement</h3>-ISO 17025 certified-0.025 mm accuracy for system-0.020-mm accuracy for scanner-only mode Built on SCANTECH’s expertise in industrial metrology, it ensures both excellent detail capture and precise measurement, making it a reliable tool for quality control and process optimization.Designed for small to medium-sized parts, it accurately captures minor defects and intricate features, ensuring precise measurement of complex curves and contours, such as turbine blades.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528679770-2.jpg" style="width:100%px" class="fr-fic fr-dib" /><h3 id="isPasted">Art and Cultural Heritage</h3>-0.010 mm max resolution-Class I laser safety for cultural heritage preservation mode-Non-contact and damage-free Its heritage preservation mode is class I laser certified, which ensures non-contact, damage-free 3D scanning. From delicate pottery and painted ceramics to intricate bronze patterns and inscribed steles, the system captures artifact details with metrology-grade precision while eliminating the risk of surface damage. This innovative solution provides a safe and reliable approach for archaeological restoration and cultural heritage documentation.It delivers high-fidelity scans of artifacts, sculptures, and glazed surfaces, providing accurate data for digital archiving, restoration, and virtual exhibitions.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528692702-3.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Flexible and All-in-One </h2>● Multiple Scanning Modes: Supports ultra-fast scanning, hyper-fine scanning and deep hole scanning, adaptable to diverse scanning needs.  ● Adaptable to Different Environments: Handles various part sizes and types across indoor and outdoor settings, even under direct sunlight.  ● Multi-Material Compatibility: Scans textiles, ceramics, bronze, sheet metal, and more without needing spray coatings, protecting the surface from damage.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528709113-4.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Excellent for Cultural Heritage Protection</h2><h3>3D Scan + Texture Mapping</h3>Experience flawless cultural heritage preservation with SCANTECH’s integrated digital workflow powered by robust 3D software and high-resolution texture mapping software. Leveraging high-precision 3D scanning and intelligent texture mapping, it faithfully reproduces colors, textures, and geometry for stunning, lifelike detail.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528764168-5.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Wireless Measurement  </h2>-On-board computing module -Built-in batteries-WNIC design The NimbleTrack-CR incorporates edge computing for fast and stable data processing. The built-in batteries on both 3D scanner and tracker ensure continuous scanning without external power sources, offering greater flexibility and efficiency in the scanning process.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528793635-6.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Lightweight and Portable Design</h2>‒ 230-mm diameter  ‒ 1.3-kg weightDesigned with portability in mind, the scanner is exceptionally compact and lightweight, fitting neatly into a single case for effortless transport and storage.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742528804423-7.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Software-Powered Measurement  </h2>Smart Resolution: Automatically adjusts the scanning resolution based on object features and the environments before the scan begins.  Color Indicators: Displays scanned and unscanned areas in different colors, helping users identify blind spots or missing data in real time, enhancing scan completeness and accuracy.  Real-time Multi-Resolution: Empower users to adjust resolution in real time during scanning process to match an object’s complexity, ensuring every critical detail is captured with precision. <h2>Flexible Compatibility </h2>Intelligent Edge DetectionNimbleTrack boasts an optional module of precise edge detection, which is enabled by gray-value measurement. Users can inspect closed features such as holes, slots, edges precisely and obtain information such as positions and diameters.i-Probe 500It can be paired with a tracking i-Probe to probe inaccessible areas such as reference holes and hidden points. This contact measurement probe can ensure precise results with both wired and wireless options.Multi-tracker MeasurementIts measurement range can be dynamically extended by adding more i-Trackers so that it can measure large-scale objects without compromising accuracy.Automated MeasurementBased on the new 3D scanner architecture, we have customized a clamping method for automated measurement, making it more compatible with various types of robots. Its 360-degree evenly distributed target sets allow for all-round and precise tracking, facilitating forming efficient automated batch measurement systems.Expanding the Possibilities of 3D ScanningWith its high-precision, wireless operation, and adaptable scanning capabilities, NimbleTrack-CR is setting a new standard for detailed, high-accuracy 3D measurement. Whether in industrial manufacturing, cultural heritage, art design, or research, it offers unmatched precision, flexibility, and ease of use.

We’re excited to launch the NimbleTrack-CR, a next-gen wireless 3D scanning system designed for ultimate detail capture. 

Building on the NimbleTrack series’ core strengths—wireless freedom, lightweight portability, and high accuracy—this intelligent system takes detail capture to the next level. With high-performance industrial cameras and smart algorithms, it reveals the finest features with exceptional precision.

SCANTECH Unveils NimbleTrack-CR: The Intelligent, Wireless 3D Scanning System for Ultimate Detail Capture

SCANTECH is redefining large-scale 3D measurement with the launch of the KSCAN-X, an intelligent, wireless 3D scanner designed for seamless, high-precision scanning of medium, large and ultra-large parts. Equipped with cutting-edge wireless technology and adaptive photogrammetry, the KSCAN-X sets a new benchmark for efficiency and accuracy across industries such as aerospace, heavy industry, and rail transportation.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527413262-1.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Truly Wireless Scanning for Ultimate Flexibility</h2>The KSCAN-X is a fully wireless device, enabling unrestricted scanning even in power-limited environments, at heights, or in remote locations. Designed for efficiency and ease of use, it features:<ul><li> Robust on-board processing for handling large datasets with ease.</li><li> Dual-battery system for uninterrupted, cable-free operation.</li><li> Dual-WNIC design technology for stable, high-speed data transfer.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527434594-2.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Ultra-Wide Scanning Area &amp; Extended Depth of Field</h2>The KSCAN-X’s ultra-large scanning area of up to 2.6m × 1.8m and an impressive depth of field from 0.3m to 2.5m make it the ideal solution for scanning objects of varying sizes with high efficiency and precision.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527445739-3.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Next-Level Speed and Accuracy</h2>Powered by quad-cross blue laser technology and a high-frame-rate processing chip, the KSCAN-X ensures rapid and seamless scanning even in harsh environments. Key features include:<ul><li> 4 × 21 quad-cross blue laser lines for high-speed large-area</li><li> scanning.6,450,000 measurements per second for fast data capture.</li><li> Scanning rate up to 180 FPS, enabling smoother, more efficient scanning with fewer markers.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527461099-4.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Versatile Applications for Various Industries</h2>The KSCAN-X adapts to diverse scanning needs with specialized scanning modes:<ul><li> Ultra-Large Parts | High Efficiency: Captures extensive surfaces in a single scan, leveraging adaptive photogrammetry for superior long-distance accuracy. It achieves exceptional accuracy of up to 0.075 mm, with volumetric accuracy reaching 0.075 mm + 0.010 mm/m.</li><li> Medium to Large-Sized Parts | Fine Detail Capture: Offers 0.030 mm accuracy to ensure precise quality inspection, even for complex curves and fine features.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527477508-5.jpg" style="width:100%px" class="fr-fic fr-dib" /><ul><li> Deep Hole Measurement | No Blind Spots: With a dedicated blue laser line, the KSCAN-X excels at scanning hard-to-reach areas like pipe interiors and gear teeth.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527488417-6.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Designed for Comfort and Efficiency</h2>The KSCAN-X blends power with ergonomic design, ensuring seamless operation and a fatigue-free user experience:<ul><li> Well-structured visual framework highlights key components like the camera lens and laser system, making operation seamless. </li><li> Engineered for comfort and efficiency, it ensures a secure grip and fatigue-free use, even during long scanning sessions. </li><li> Designed with both ergonomics and aesthetics in mind, KSCAN-X combines sharp, dynamic lines with a balanced, intuitive layout. </li></ul><h2>Next-Gen Metrology Software Integration</h2>Powered by the next-gen DefinSight platform, KSCAN-X is built for industrial-grade 3D scanning and inspection, offering an intuitive interface, broad compatibility, and high-speed data processing for an enhanced metrology experience.<ul><li> Easy to Use: Smart, streamlined workflows for effortless operation.</li><li> For Everyone: Designed for both beginners and experts.</li><li> Seamless Scanning: Instant startup with real-time data capture and packaging.</li><li> High-Resolution Detail: Supports real-time mesh visualization for faster data capture and finer data quality. </li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742527519042-7.jpg" style="width:100%px" class="fr-fic fr-dib" /><h2 id="isPasted">Revolutionizing 3D Scanning with Wireless Freedom</h2>With its combination of wireless operation, high-speed performance, and ultra-precise accuracy, the KSCAN-X is set to transform large-area 3D scanning for industrial applications. Whether used in manufacturing, quality control, or complex engineering projects, the KSCAN-X delivers unparalleled efficiency, precision, and ease of use.

KSCAN-X Intelligent and Wireless Large-Area 3D Scanner

Powered by SCANTECH’s cutting-edge wireless technology and adaptive photogrammetry, the KSCAN-X redefines large-scale 3D measurements.

SCANTECH Unveils KSCAN-X: The Intelligent, Wireless Large-Area 3D Scanner

The use of robots alongside humans is increasing rapidly, making the flexibility of these machines an important safety feature. A robot's ability to adapt flexibly to its surroundings makes the difference between smooth operation and potential hazards, such as collisions with people nearby. The German Aerospace Center (Deutsche Zentrum für Luft- und Raumfahrt; DLR) has established itself as a pioneer in the field of cobots – collaborative robots that work in close cooperation with humans. Until now, the goal of cobot research has been to design robots that behave like a mechanical spring – if moved towards a desired position, they will always return to their original position. DLR researchers have now presented a more advanced concept in the journal Science Robotics. Their approach allows robots to yield without returning to their original position like a spring. This behaviour is similar to that of humans in joint practical tasks that need to be completed, where one person takes the lead while the other remains flexible and compliant.Michael Panzirsch, researcher at the DLR Institute of Robotics and Mechatronics, explains: "The new elasto-plastic approach makes human-robot collaboration much easier, as the robot can now clearly distinguish between its own programmed movements and external influences from the environment. The robot should only react plastically to the influence of the environment, meaning it should move out of the way and remain in that spot."In addition, the innovative controller generally simplifies interactions with objects that have a complex movement. For example, a hinged door can only be opened by rotating it around its axis. The robot follows the correct direction of movement – the circular motion around the hinges – almost automatically via the controller and without the need for an additional model of the door. This is comparable to a person opening a door with their eyes closed, simply pulling on the door handle and automatically adapting to the rotating motion in a plastically compliant manner.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1742345164286-image-1000-a8507f2c4983a98356706e6648326803.jpeg" />Two robotic hands cooperating to handle a tool While the arm of the DLR humanoid robot (right) independently carries an object, an astronaut controls the ESA Interact Rover's arm (left). The astronaut guides the object to the target position. The new approach allows for the humanoid to maintain the object's rotation while yielding to the rover arm during linear movements.  Credit: DLR (CC BY-NC-ND 3.0)<h2>Applications in space research and care</h2>The DLR Institute of Robotics and Mechatronics has been researching sensitive robots for decades. It has developed a robotic arm that stands out from conventional rigid industrial robots thanks to its remarkable flexibility. The elasto-plastic control approach was successfully tested in space as early as January 2024. The Surface Avatar project series is investigating the teleoperation of several robotic avatars on a planetary surface. The focus here is on the successful cooperation between a diverse team of robots performing collaborative tasks. "For the first time, our controller enabled cooperation between a rover from the European Space Agency's Human Robot Interaction Laboratory and a humanoid DLR robot controlled by an astronaut on the International Space Station," explains Neal Y. Lii, Scientific Director of the Surface Avatar programme.But the versatility of the technology is not limited to space. In the care sector, the elasto-plastic controller is proving to be a valuable aid. As part of the SMiLE project (Services for People with Living Conditions and Restrictions; Servicerobotik für Menschen in Lebenssituationen mit Einschränkungen), DLR researchers like Jörn Vogel are developing concepts for assistance systems designed to effectively support people with physical limitations and those in need of care in everyday life. The elasto-plastic controller not only facilitates cooperation between humans and robots but also enables the robot to seamlessly slip into an assistant role without requiring complex additional sensor technology.Advances in robotics, particularly in terms of compliance and adaptability, not only accelerate the integration of robots into everyday life but also increase safety and effectiveness. In a future where humans and machines work ever more closely together, it will be crucial for robots to not only react but also interpret our needs and idiosyncrasies, thereby mirroring human capabilities.

Remote-controlled from the ISS − DLR Rollin' Justin robot and the ESA Interact Rover. DLR's autonomous humanoid robot Rollin' Justin (right) and the ESA Interact Rover (left) being controlled from the International Space Station ISS. They are cooperating on the handling of a tool. Credit: DLR (CC BY-NC-ND 3.0)

DLR's concept allows collaborative robots to yield without being forced back to their original position like a mechanical spring.

The art of compliant robotics

<h2>Understand the Future of Component Traceability with Our Latest Whitepaper</h2>We are pleased to have partnered with Rochester Electronics to launch the white paper: Beyond Date Codes: The Importance of Traceability in Semiconductor Reliability and Supply Chain Resilience.The semiconductor industry drives advancements across critical sectors such as aerospace, medical devices, automotive, and industrial automation. But despite semiconductors' transformative impact, the industry's logistics pose significant challenges, particularly in maintaining the continuity and reliability of supply chains. Traditional methods, notably the "two-year date code," have increasingly failed to meet the modern demands for traceability and quality assurance.<iframe width="540" height="400" src="https://c8056756.sibforms.com/serve/MUIFAJ_MLP2nJpeY4QDwkIlFMMAbRZuJJeJYNsAW042hauTK1K25X66PL9o0Na23iTg_uqt7bhI-tXnMG5FJ_Ou3See4gChAG1fp23E2hg9N1MffOPv9qQP7O9fgwC8VP3Ww6whw5EeUsqtIwlKQnQNGt1uN6Uhcy0J804qTdaMZ2uwnauDIWE4_h4z336xT9f0Hqhb7KvrzEjOJ" frameborder="0" scrolling="auto" style="display:block;margin-left:auto;margin-right:auto;max-width:100%"></iframe>Over the last five years, global supply chain pressures, "just-in-time" manufacturing, and supply issues seen during the COVID-19 pandemic have further underscored the limitations of current practices. This period led to a pivotal rethinking of traceability standards as industries found themselves relying on older semiconductor components, challenging the rigid enforcement of date codes without compromising component quality. This whitepaper delves into the evolving landscape of semiconductor traceability, examining the shift in standards and practices that promise enhanced supply chain resilience. It highlights how Rochester Electronics is at the forefront of these changes, ensuring component quality, authenticity, and reliability.<h2>Whitepaper highlights:</h2><ul><li>The Evolution of Traceability Standards: Understand how past practices shape current expectations and the shift towards more robust traceability mechanisms.</li><li>Debunking Myths: Challenge the outdated two-year date code standard and learn about the empirical evidence supporting extended storage reliability.</li><li>Modern Traceability Techniques: Explore cutting-edge methods like 3D barcoding, RFID tagging, and IoT tracking systems that enhance component traceability and supply chain resilience.</li><li>Impact of Traceability on Industry Sectors: Gain insights into how improved traceability affects sectors like aerospace, medical devices, automotive, and industrial controls.</li><li>Rochester Electronics' Vision and Practices: Learn from a leader in traceability about best practices in component storage, certification, and maintaining compliance with industry standards.</li></ul>Download the whitepaper below to stay up to date on this critical topic. <img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNzQwNDczNjM4MDQwLXJvY2hlc3RlciBtb2NrIHVwMS5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" class="fr-fic fr-dii" />  <h2>Whitepaper Foreword</h2>The semiconductor industry has long been at the forefront of the world’s greatest technological innovations. Fields as diverse as aerospace, medical devices, automotive, and industrial automation have all been profoundly impacted by advances in semiconductor technology. But, while the semiconductors themselves have been impactful, industry logistics have been a notable challenge.These fields, often demanding component lifecycles extending 25 years or more, depend heavily on supply chain continuity and reliability. At the highest level, reliability lies in tracing a component's origins and ensuring integrity throughout its lifecycle. However, reliance on traditional metrics like the "two-year date code" has proven increasingly insufficient in addressing the traceability and quality demands of modern supply chains.Today, the pressures of globalized supply chains and “just-in-time” manufacturing exacerbate challenges associated with date codes. A two-year date code, when enforced rigidly, can lead to unnecessary obsolescence, reduced inventory flexibility, and increased costs for both component suppliers and end users. The semiconductor shortages during the COVID-19 pandemic highlighted the fragility of these practices. During this period, many industries disregarded the two-year standard and utilized older components without reporting quality issues. This experience has since prompted the industry to reevaluate and modernize traceability practices in light of current technological capabilities.This whitepaper explores the topic of component traceability in the context of the evolving semiconductor landscape. It examines the history and evolution of traceability standards, debunks the myths surrounding date codes, and provides insights into the power of traceability in unlocking supply chain resilience. Finally, it discusses how Rochester Electronics, with its decades of experience as an authorized distributor and traceability leader, is helping the industry embrace these changes while ensuring quality, authenticity, and long-term reliability.<h3>You can learn more about component traceability by diving into our related article series. </h3><table><tbody><tr><td>Evolving Standards in Semiconductor Traceability </td><td><a href="https://www.wevolver.com/article/evolving-standards-in-semiconductor-traceability" target="_blank" id="isPasted">Read here.</a> </td></tr><tr><td>Long-Term Storage and Dispelling Myths About Date Codes  </td><td>Launching soon </td></tr><tr><td>Traceability for Supply Chain Resilience</td><td>Launching soon </td></tr><tr><td>Component Storage, Certification, and Maintaining Traceability </td><td>Launching soon </td></tr><tr><td>Industry Impact of Extended Date CodesLaunching soonThe Future of Semiconductor Traceability  </td><td>Launching soon </td></tr></tbody></table>

The Importance of Traceability in Semiconductor Reliability and Supply Chain Resilience

Beyond Date Codes

An electrospray engine applies an electric field to a conductive liquid, generating a high-speed jet of tiny droplets that can propel a spacecraft. These miniature engines are ideal for small satellites called CubeSats that are often used in academic research.Since electrospray engines utilize propellant more efficiently than the powerful, chemical rockets used on the launchpad, they are better suited for precise, in-orbit maneuvers. The thrust generated by an electrospray emitter is tiny, so electrospray engines typically use an array of emitters that are uniformly operated in parallel.However, these multiplexed electrospray thrusters are typically made via expensive and time-consuming semiconductor cleanroom fabrication, which limits who can manufacture them and how the devices can be applied.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1740013940990-MIT-Electrospray-Thrusters-02-press.jpg" style="width: 100%px;" class="fr-fic fr-dib">Electrospray engines produce thrust by shooting out a stream of highly charged droplets. The MIT researchers used a precise fabrication method that enhances the electrohydrodynamic reaction that generates these droplets. Credit: Courtesy of the researchersTo help break down barriers to space research, MIT engineers have demonstrated the first fully 3D-printed, droplet-emitting electrospray engine. Their device, which can be produced rapidly and for a fraction of the cost of traditional thrusters, uses commercially accessible 3D printing materials and techniques. The devices could even be fully made in orbit, as 3D printing is compatible with in-space manufacturing.By developing a modular process that combines two 3D printing methods, the researchers overcame the challenges involved in fabricating a complex device comprised of macroscale and microscale components that must work together seamlessly.Their proof-of-concept thruster comprises 32 electrospray emitters that operate together, generating a stable and uniform flow of propellant. The 3D-printed device generated as much or more thrust than existing droplet-emitting electrospray engines. With this technology, astronauts might quickly print an engine for a satellite without needing to wait for one to be sent up from Earth.&nbsp;“Using semiconductor manufacturing doesn’t match up with the idea of low-cost access to space. We want to democratize space hardware. In this work, we are proposing a way to make high-performance hardware with manufacturing techniques that are available to more players,” says Luis Fernando Velásquez-García, a principal research scientist in MIT’s Microsystems Technology Laboratories (MTL) and senior author of a paper describing the thrusters, which <a href="https://advanced.onlinelibrary.wiley.com/doi/10.1002/advs.202413706" target="_blank">appears in Advanced Science</a>.He is joined on the paper by lead author Hyeonseok Kim, an MIT graduate student in mechanical engineering.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1740013969668-MIT-Electrospray-Thrusters-03-press.jpg" style="width: 100%px;" class="fr-fic fr-dib">The device requires a complex hydraulic system to store and regulate the flow of liquid, efficiently shuttling propellant through microfluidic channels to a series of emitters. Credit: Courtesy of the researchers<h2>A modular approach</h2>An electrospray engine has a reservoir of propellant that flows through microfluidic channels to a series of emitters. An electrostatic field is applied at the tip of each emitter, triggering an electrohydrodynamic effect that shapes the free surface of the liquid into a cone-shaped meniscus that ejects a stream of high-speed charged droplets from its apex, producing thrust.The emitter tips need to be as sharp as possible to attain the electrohydrodynamic ejection of propellant at a low voltage. The device also requires a complex hydraulic system to store and regulate the flow of liquid, efficiently shuttling propellant through microfluidic channels.The emitter array is composed of eight emitter modules. Each emitter module contains an array of four individual emitters that must work in unison, forming a larger system of interconnected modules.“Using a one-size-fits-all fabrication approach doesn’t work because these subsystems are at different scales. Our key insight was to blend additive manufacturing methods to achieve the desired outcomes, then come up with a way to interface everything so the parts work together as efficiently as possible,” Velásquez-García says.To accomplish this, the researchers utilized two different types of vat photo polymerization printing (VPP). VPP involves shining light onto a photosensitive resin, which solidifies to form 3D structures with smooth, high-resolution features.The researchers fabricated the emitter modules using a VPP method called two-photon printing. This technique utilizes a highly focused laser beam to solidify resin in a precisely defined area, building a 3D structure one tiny brick, or voxel, at a time. This level of detail enabled them to produce extremely sharp emitter tips and narrow, uniform capillaries to carry propellant.The emitter modules are fitted into a rectangular casing called a manifold block, which holds each in place and supplies the emitters with propellant. The manifold block also integrates the emitter modules with the extractor electrode that triggers propellant ejection from the emitter tips when a suitable voltage is applied. Fabricating the larger manifold block using two-photon printing would be infeasible because of the method’s low throughput and limited printing volume.Instead, the researchers used a technique called digital light processing, which utilizes a chip-sized projector to shine light into the resin, solidifying one layer of the 3D structure at a time.“Each technology works very well at a certain scale. Combining them, so they work together to produce one device, lets us take the best of each method,” Velásquez-García says.<h2>Propelling performance</h2>But 3D printing the electrospray engine components is only half the battle. The researchers also conducted chemical experiments to ensure the printing materials were compatible with the conductive liquid propellant. If not, the propellant might corrode the engine or cause it to crack, which is undesirable for hardware meant for long-term operation with little to no maintenance.They also developed a method to clamp the separate parts together in a way that avoids misalignments which could hamper performance and ensures the device remains watertight.In the end, their 3D-printed prototype was able to generate thrust more efficiently than larger, more expensive chemical rockets and outperformed existing droplet electrospray engines.The researchers also investigated how adjusting the pressure of propellant and modulating the voltage applied to the engine affected the flow of droplets. Surprisingly, they achieved a wider range of thrust by modulating the voltage. This could eliminate the need for a complex network of pipes, valves, or pressure signals to regulate the flow of liquid, leading to a lighter, cheaper electrospray thruster that is also more efficient.“We were able to show that a simpler thruster can achieve better results,” Velásquez-García says.The researchers want to continue exploring the benefits of voltage modulation in future work. They also want to fabricate denser and larger arrays of emitter modules. In addition, they may explore the use of multiple electrodes to decouple the process of triggering of the electrohydrodynamic ejection of propellant from setting up the shape and speed of the emitted jet. In the long run, they also hope to demonstrate a CubeSat that utilizes a fully 3D-printed electrospray engine during its operation and deorbiting.This research is funded, in part, by a MathWorks fellowship and the NewSat Project, and was carried out, in part, using MIT.nano facilities.

MIT engineers have demonstrated the first fully 3D-printed, droplet-emitting electrospray engine. The device, which would be ideal for enabling small satellites to make in-orbit maneuvers, can be produced for a fraction of the cost of traditional thrusters. Credit: Courtesy of the researchers

Ideal for propelling tiny satellites, the lightweight devices could be produced on board a spacecraft and cost much less than traditional thrusters.

Engineers develop a fully 3D-printed electrospray engine

Aviation currently contributes to about four percent of the global warming that has been observed. As demand for flights is likely to continue to increase, researchers and governments are looking for solutions to make aviation climate-neutral by 2050 at the latest. The majority of experts agree that air fares will become more expensive as a result. But how much more? There is also some debate about which technology is best for decarbonising aviation.According to a new study by researchers at ETH Zurich and the Paul Scherrer Institute published in the journal Nature Communications, air fares could rise by around 50 percent compared to current prices if synthetic fuels were to replace the fossil fuel kerosene throughout the world by 2050.“When looking at this potential increase, it should be taken into account that air fares have fallen by over 40 percent in the last 25 years,” says Anthony Patt, ETH Professor of Climate Policy and co-author of the study. “If this trend were to continue, a climate-neutral flight in 2050 would cost roughly the same as a flight today.”<h2>Two technological approaches</h2>The authors of the study compare two approaches for reducing the climate-damaging effects of aviation. In the first, aeroplanes continue to use petroleum-based kerosene. However, an equivalent amount of CO2 is extracted from the atmosphere as that emitted by the jet engines, for example by filtering it directly from the air and storing it underground. The ETH spin-off Climeworks launched this technology onto the market a few years ago.In the second approach,&nbsp;airlines replace an increasing amount of kerosene&nbsp;with synthetic fuel without the need to modify turbines or aircraft.&nbsp;This fuel is produced from captured CO2 combined with sustainably produced hydrogen, the latter produced from water either using electricity or with a solar reactor. The latter technology was developed at ETH Zurich and brought to market by the ETH spin-off Synhelion.<h2>Synthetic fuels the cheaper option</h2>The researchers show that synthetic fuels would be the cheaper option if air traffic continues to increase. The reason for this is that aviation’s impact on the climate is not limited to CO2 emissions. “As a result of condensation trails and other non-CO2 effects, such as those relating to the release of soot particles or nitrogen oxides, the overall impact of aviation on the climate can be up to three times greater than that of CO2 emissions alone,” says Nicoletta Brazzola, lead author of the study and post-doctoral researcher in the Professorship for Climate Policy at ETH Zurich.Unlike the warming from CO2 emissions, which lasts for centuries, the non-CO2 effects are short-lived, and hence respond immediately to the volume of aviation. As the volume of aviation grows, these short-lived effects can rise quite quickly. Truly climate neutral aviation requires offsetting these non-CO2 effects with additional removal of CO2 from the air.Synthetic fuels have one significant advantage: they burn more cleanly than fossil kerosene and cause far fewer damaging non-CO2 effects. This also means that less additional CO2 needs to be removed compared to an aircraft fuelled with fossil kerosene. The researchers explain that this works out cheaper. In the case of an emit-and-compensate approach based on kerosene, ticket prices would be around 55 to 75 percent higher than they are today. With synthetic fuels, they would only go up by 45 to 60 percent.<h2>A rocky road ahead</h2>However, Brazzola, the author of the study, believes that the road to climate-neutral aviation will not be a straightforward one. “To achieve climate-neutral aviation, we will need to massively scale up supply of these fuels, producing large quantities of green hydrogen and building CO2 transport and storage infrastructure,” says the ETH researcher. “This will be an unprecedented challenge.”The actual cost of producing synthetic fuel depends on the price of its energy inputs, with solar and wind offering the lowest costs. The least expensive inputs, in sufficient quantities to serve the global market, are to be found outside of Europe.“We would expect to see global production chains for synthetic fuels rather than European ones. This global market makes the renewable energies required for the production of these fuels a lot cheaper,” says ETH Professor Patt. For example, large solar energy plants could be located in areas of Northern Africa or the Arabian Peninsula that are exposed to a lot of sunshine. There are also other countries with significant potential for renewable energies, such as the USA, South Africa, Chile and Australia.<h2>CO2 and kerosene need to be more expensive</h2>The key question for Patt is whether the volume of sustainable kerosene will increase quickly enough, as the market is still very small at present. The ETH professor believes that the right political conditions will play a vital role in this. For example, a law came into effect in the EU in 2025 that initially requires two percent sustainable fuel to be blended into fossil kerosene. This is to increase to 70 percent by 2050. A similar regulation is set to come into effect in Switzerland in 2026. “These measures are a step in the right direction, but they need to be expanded further. The price of CO₂ would also have to go up to make fossil kerosene more expensive and therefore more unattractive,” says Patt.<a></a><a></a><hr><h2>References</h2>Brazzola N, Meskaldji A, Patt A, Tröndle T, Moretti C, The role of direct air capture in achieving climate-neutral aviation, Nature Communications volume 16 (2025), doi:&nbsp;<a href="https://www.nature.com/articles/s41467-024-55482-6#citeas">external page10.1038/s41467-024-55482-6</a>

Image of condensation trails: Aeroplanes produce condensation trails. Heat accumulates in these thin clouds. (Image: Adobe Stock)

Flight ticket prices could rise by 50 percent if aviation is made climate-neutral. This is an estimate from a new study by researchers at ETH Zurich. It is based in particular on the use of synthetic fuels.

The cost of climate-neutral aviation in the future

It is boom-time for the space industry. Around the globe, new research projects are being launched, and commercial companies are looking to the sky for new ventures. 2024 saw the fourth consecutive year of records in the number of successful space launches, and 2025 is expected to continue this trend.&nbsp;Non-governmental applications for space flight have existed for many years. Communications, navigation and imaging have all been markets exploited by commercial ventures, but during this time the mechanisms for launching equipment into space remained under the control of government institutions.<h2 dir="ltr">Making Spaceflight Affordable</h2>Commercial space launch companies are powered by new technologies which have resulted in a significant reduction in costs. At the height of NASA’s Space Shuttle program, the cost to launch equipment into Low Earth Orbit (LEO) was more than $50,000 per kilogram. In contrast, today’s Falcon 9 from SpaceX can perform the same task at an advertised cost of less than $3,000 per kilogram1.The reduced costs have combined with other changes, including rideshare programs and dedicated small satellite launch systems. The practical result is that it is now feasible for small satellites to be launched by smaller organisations.The market has thus been created for an entirely new generation of devices known as nanosatellites. They are small and lightweight – often as little as a few kilograms. One example is the popular CubeSat concept which is designed to a standardised form factor of 10cm cubes, which greatly simplifies their packing into launch systems.&nbsp;Alongside the reduced cost of launch, designers are embracing the use of commercial-off-the-shelf systems (COTS). Using readily available components available on the commercial market further reduces the costs of space research and exploration. For the first time, it is even possible for schools and small businesses to create and launch their own satellites for pure scientific research as well as commercial applications. There are more than 4400 currently in orbit, and the number is growing every year.2Advances in key technologies are contributing to this new generation of smaller satellites. Modern microelectronic systems are available in small and energy-efficient packages. These work in conjunction with miniaturised sensors, high-capacity battery systems and high-speed communications to deliver powerful capabilities packed into small and light devices.Nanosatellites are therefore masterpieces of compact design, with densely populated printed circuit boards delivering the greatest possible functionality within the limited space available. The key element that brings these systems together is the connector. Board-to-board connectors provide vital links between boards, while cables run up and down the outside of the board stack to carry power and data to all components.<h2 dir="ltr">Connectors for Extreme Conditions</h2>Despite the capabilities that can be packed into these small devices, designers of nanosatellites must also contend with one of the harshest environments experienced by any industry. The vacuum of space, combined with extreme temperatures and long-term exposure to radiation, make the task of designing satellites a unique challenge. &nbsp;Without the protection of the Earth’s atmosphere, any object in space will receive the full force of the sun’s radiation. &nbsp;In locations that are exposed to direct sunlight temperatures can rapidly rise to dangerous levels, while areas that remain in shadow become very cold. &nbsp;The materials from which components are constructed must be chosen with great care to deliver a wide operating temperature range.The absence of atmospheric pressure also causes materials to behave in unusual ways. &nbsp;In vacuum conditions, some materials release gases that are trapped during their manufacture. This is a process known as outgassing, and is a common problem when plastic is exposed to a vacuum during spaceflight. &nbsp;Gas that is released can condense onto cold surfaces, including sensors of scientific equipment, severely compromising their functionality.<h3 dir="ltr">Reliability</h3>Satellites must function for long periods whilst remaining far beyond the possibility of repair. &nbsp;Connectors designed for spaceflight therefore need to provide long-term reliability and resistance to the rigors of launch whilst remaining as light as possible. &nbsp;Alongside the need for mechanical reliability, satellites must be designed for long-term missions. &nbsp;During their mission, power management becomes a major concern, and space vehicles must be designed to ensure the greatest possible duration. &nbsp;Operating within a strict power budget, any component that introduces unwanted electrical resistance can put the mission at risk.<h2 dir="ltr">Gecko from Harwin</h2>The Gecko connector series from Harwin is ideally suited for the three-dimensional puzzle that faces designers creating the latest generation of nanosatellites. They combine compact size with high performance and high reliability, allowing them to cope with the conditions found in spaceflight applications.At the heart of the Gecko connector is its machined contact. Using a 1.25mm pitch, these miniature contacts are highly durable, capable of over 1000 operations while resisting the shocks and vibration associated with space launch. Their low contact resistance minimises losses and enables the efficient transmission of power and signals throughout the satellite.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNzM4ODQ3NzcwMTI1LWJ1bGxldC5qcGciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 100%px;" class="fr-fic fr-dib">Gecko connector contacts size comparison.&nbsp;In the limited space available inside the satellite, the Gecko-MT (“Mixed Technology”) series combines the 1.25mm pitch signal contacts with larger power contacts fitted within the same housing that can carry up to 10 Amps per circuit. With this mixed signal and power capability, Gecko-MT delivers a flexible and low-profile solution for areas where PCB real estate is at a premium.Other features that make them ideal for spaceflight applications include the use of high-performance materials. The glass-filled thermoplastic insulator delivers an operating temperature range of -65°C to +150°C. It is also a material with low outgassing properties, making an ideal solution for exposure to the vacuum of space. The Gecko series can also be protected against electromagnetic interference (EMI) with the use of machined aluminium backshells.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNzM4ODQ3NzE2MTI1LWdlY2tvLmpwZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" style="width: 100%px;" class="fr-fic fr-dib">The Gecko MT group.<h2 dir="ltr" id="isPasted">Conclusion</h2>The growing commercialisation of space offers small organisations the opportunity to create their own satellites. However, despite this commercialisation, the tough conditions of spaceflight require designers to pay close attention to the components they use.&nbsp;Harwin manufactures connectors designed especially for high-reliability applications. The Gecko and Gecko-MT series provide ideal solutions for designers creating the next generation of nanosatellites and the further exploration of space.Read more about <a href="https://www.harwin.com/hri-range/gecko">The Gecko and Gecko-MT&nbsp;</a>series here.&nbsp;<ol><li dir="ltr"><a href="https://ntrs.nasa.gov/citations/20200001093">https://ntrs.nasa.gov/citations/20200001093</a>&nbsp;</li><li dir="ltr"><a href="https://www.nanosats.eu/">https://www.nanosats.eu/</a>&nbsp;</li></ol>

The evolution of new launch systems has made space exploration more accessible than ever. Designers need low-profile connectors that will survive the harsh environments found in orbit. Find out how Harwin is developing connector solutions for the next generation of nanosatellites.

Miniaturisation in Space: Designing Compact Yet Robust Components for the Final Frontier

A new study overcomes a key challenge to switching commercial aircraft in the U.S. from their near-total reliance on fossil fuels to more sustainable aviation fuels. The study details a cost-effective method for producing ethylbenzene — an additive that improves the functional characteristics of sustainable aviation fuels — from polystyrene, a hard plastic used in many consumer goods.&nbsp;The findings are reported in the journal ACS Sustainable Chemistry and Engineering. &nbsp;Fuels derived from waste fat, oil, grease, plant biomass or other nonpetroleum sources lack sufficient levels of aromatic hydrocarbons, which help keep fuel systems operational by lubricating mechanical parts and swelling the seals that protect from leaks during normal operations, said <a href="https://directory.illinois.edu/detail?userId=honglu8@illinois.edu&widgetId=32">Hong Lu</a>, a research scientist at the <a href="https://www.istc.illinois.edu/">Illinois Sustainable Technology Center</a> who led the new research. ISTC is a division of the <a href="https://prairie.illinois.edu/">Prairie Research Institute</a> at the University of Illinois Urbana-Champaign.&nbsp;While ethylbenzene is an aromatic hydrocarbon and can be derived from fossil fuels, finding a sustainable way to produce it would aid the aviation industry’s conversion to sustainable jet fuels.&nbsp;The U.S. Department of Energy, the U.S. Department of Transportation, the U.S. Department of Agriculture and other government agencies created a roadmap for addressing the climate-related impacts of fossil-fuel-derived aviation fuels. The <a href="https://www.energy.gov/eere/bioenergy/sustainable-aviation-fuel-grand-challenge">Sustainable Aviation Fuel Grand Challenge</a> sets ambitious goals for the production of domestic sustainable aviation fuels to 3 billion gallons per year by 2030, and 100% of projected aviation jet fuel use, or 35 billion gallons per year, by 2050.&nbsp;Present standards require a minimum of 8.4% aromatic hydrocarbons be included in any blend of sustainable aviation fuels and fossil-derived fuels “to maintain compatibility with existing aircraft and related infrastructure,” the researchers report. While this rule increases the safety and efficacy of the overall fuel mix, it severely limits the use of sustainable fuels, which currently contain only about 0.5% aromatic hydrocarbons, Lu said.&nbsp;“Currently, they use a blend of 20% to 30% sustainable aviation fuels and 70% to 80% conventional jet fuel,” he said. This lag in conversion to sustainable fuels stems from several factors, one of which is the need for enough aromatic hydrocarbons in the mix. Other important factors involve qualities like the blend’s volatility, acidity, moisture content and freeze point.Lu and his colleagues chose to develop ethylbenzene because it has a lower tendency to form soot upon burning than other highly aromatic compounds. And they chose to start with polystyrene because it is rich in hydrocarbons and is abundantly available in the waste stream.&nbsp;“We produce in the U.S. about 2.5 million metric tons of polystyrene every year, and almost all of it is disposed of in landfills,” Lu said.&nbsp; <img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1737678738823-233669.jpg" style="width: 832px;" class="fr-fic fr-dib">Illinois Sustainable Technology Center research scientist Hong Lu and his colleagues developed a method for converting waste polystyrene into a sustainable jet fuel additive, ethylbenzene. Their work overcomes a key obstacle to the wider use of sustainable aviation fuels. Photo by Fred ZwickyTo convert the polystyrene to ethylbenzene, the team used thermal pyrolysis, heating it to break the polymer down into a styrene-rich liquid. A second step, hydrogenation, converted it into a crude ethylbenzene, and distillation yielded a product that was 90% pure.&nbsp;When mixed with a sustainable aviation fuel, the polystyrene-derived ethylbenzene performed “almost as well as ethylbenzene derived from fossil fuels,” Lu said. Further purification would improve its performance.“We did a preliminary cost analysis, and we found that the ethylbenzene produced from waste polystyrene is cheaper than that produced from crude oil. And a lifecycle analysis of our ethylbenzene found it reduced carbon emissions by 50% to 60% compared with the ethylbenzene made from crude oil.”Lu and his colleagues hope to further develop this additive to help expand the use of sustainable fuels in aviation.&nbsp;The U.S. Department of Energy’s Small Business Innovation Research and Office of Energy Efficiency and Renewable Energy supported this study.&nbsp;

Polystyrene is used in a variety of consumer products, most of which end up in landfills. Researchers found a new life for this waste product that will aid efforts to convert the nation’s airplanes from fossil fuels to sustainable aviation fuels. Photo by Fred Zwicky

A new study overcomes a key challenge to switching commercial aircraft in the U.S. from their near-total reliance on fossil fuels to more sustainable aviation fuels.

Team makes sustainable aviation fuel additive from recycled polystyrene

Radiation testing suggests that solar cells made from carbon-based, or organic, materials could outperform conventional silicon and gallium arsenide for generating electricity in the final frontier, a study from the University of Michigan suggests.While previous research focused on how well organic solar cells converted light to electricity following radiation exposure, the new investigation also dug into what happens at the molecular level to cause drops in performance.&nbsp;“Silicon semiconductors aren’t stable in space because of proton irradiation coming from the sun,” said <a href="https://eecs.engin.umich.edu/people/li-yongxi/" target="_blank" rel="noreferrer noopener">Yongxi Li,</a> first author of the study to be published in Joule and a U-M associate research scientist in electrical and computer engineering at the time of the research. “We tested organic photovoltaics with protons because they are considered the most damaging particles in space for electronic materials.”Space missions often land on gallium arsenide for its high efficiency and resistance to damage from protons, but it’s expensive and, like silicon, is relatively heavy and inflexible. In contrast, organic solar cells can be flexible and are much lighter. This study is among those exploring the reliability of organics, as space missions tend to use highly trusted materials.&nbsp;Organic solar cells made with small molecules didn’t seem to have any trouble with protons—they showed no damage after three years worth of radiation. In contrast, those made with polymers—more complex molecules with branching structures—lost half of their efficiency.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1737053221925-1737053221925.png" class="fr-fic fr-dib">“We found that protons cleave some of the side chains, and that leaves an electron trap that degrades solar cell performance,” said <a href="https://eecs.engin.umich.edu/people/forrest-stephen-r/" id="isPasted">Stephen Forrest</a>, the Peter A. Franken Distinguished University Professor of Engineering at U-M, and lead corresponding author of the study.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1737053244779-alkyl-trap-healing-opvs-1.jpg" style="width: 100%px;" class="fr-fic fr-dib">The diagram shows the alkyl side chain extending from the organic molecule that converts energy from photons into free electrons. The gray electron hops from carbon to carbon on the way to the electrode. When hit with proton radiation, hydrogen breaks off and leaves behind electron-hungry traps. However, when exposed to temperatures of about 100°C (212°F), the hydrogen can re-bond with the carbon, healing the damage and eliminating the electron traps. Credit: Yongxi Li, Optoelectronic Components and Materials Group, University of MichiganThese traps grab onto electrons freed by light hitting the cell, preventing them from flowing to the electrodes that harvest the electricity.&nbsp;“You can heal this by thermal annealing, or heating the solar cell. But we might find ways to fill the traps with other atoms, eliminating this problem,” said Forrest.It’s plausible that sun-facing solar cells could essentially self-heal at temperatures of 100°C (212°F)—this warmth is enough to repair the bonds in the lab. But questions remain: for instance, will that repair still take place in the vacuum of space? Is the healing reliable enough for long missions? It may be more straightforward to design the material so that the performance-killing electron traps never appear.Li intends to explore both avenues further as an incoming associate professor of advanced materials and manufacturing at Nanjing University in China.The research is funded by Universal Display Corp and the U.S. Office of Naval Research.The devices were built in part at the&nbsp;<a href="https://lnf.umich.edu/" target="_blank" rel="noreferrer noopener">Lurie Nanofabrication Facility</a>, exposed to a proton beam at the&nbsp;<a href="https://mibl.engin.umich.edu/" target="_blank" rel="noreferrer noopener">Michigan Ion Beam Laboratory</a>, and studied at the&nbsp;<a href="https://mc2.engin.umich.edu/" target="_blank" rel="noreferrer noopener">Michigan Center for Materials Characterization</a>.The team has applied for patent protection with the assistance of U-M Innovation Partnerships. Universal Display has licensed the technology from U-M and filed a patent application. Forrest has a financial interest in Universal Display Corp.

Some carbon-based solar cells already show no drop in performance after three years’ worth of radiation, and the cause of degradation in others could be preventable.

Light, flexible and radiation-resistant: organic solar cells for space

The H3 Launch Vehicle (Test Flight No. 2) was launched from JAXA Tanegashima Space Center on February 17, 2024. The flight went as planned and the vehicle successfully delivered two small secondary satellites into orbit. In recent years, many companies around the world have become involved in the space business. Accordingly, the H3 Launch Vehicle has been attracting a great deal of expectation and attention for the development of the space business in Japan.&nbsp;We introduce an overview of the H3 Launch Vehicle, its airframe configuration and form, launch capabilities, and more in this article. Moreover, we look at how the H3 Launch Vehicle achieved flexibility, high reliability, and cost reduction against a background of changing demands and intensifying competition in the international space business. We also explain how electronic components from Murata Manufacturing (hereinafter "Murata") contributed to the cost reduction.&nbsp;There have been more than a few cases of companies facing similar issues in various monozukuri and business operations in addition to the space business in international competition in recent years. How did the H3 Launch Vehicle overcome these difficult issues? The consistent attitude, way of thinking, and efforts of its makers may provide some clues and insights the readers of this site will find useful in your own businesses.<h2 id="isPasted">What Is the H3 Launch Vehicle?</h2><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736747639422-img-rocket-01.jpg" style="width: 100%px;" class="fr-fic fr-dib">H3 Launch Vehicle flight image ©JAXATo start with, we describe an overview of the H3 Launch Vehicle, the configuration and form of its airframe, examples of its launch capabilities, and more.<h3>Overview of the H3 Launch Vehicle</h3>The H3 Launch Vehicle is a next-generation rocket. It was developed jointly*1 by Mitsubishi Heavy Industries, Ltd. (hereinafter "Mitsubishi Heavy Industries") and the Japan Aerospace Exploration Agency (JAXA). The H3 Launch Vehicle is large for a liquid oxygen/liquid hydrogen rocket. It has a total length of approximately 63 m*2, a length close to the width of a soccer field (64 m), and a diameter of approximately 5.2 m.The H-IIA Launch Vehicle, which has been in operation up to now, features high reliability. On the other hand, it has issues such as in terms of its launch capabilities and costs. Accordingly, to solve these issues, the H3 Launch Vehicle was developed with the aim of it being an "easy-to-use rocket" combining the three elements of flexibility, high reliability, and low cost. This will allow Japan to maintain its independence in terms of means of transportation into space. At the same time, it will maintain and strengthen Japan's industrial base by enhancing its international competitive edge in the commercial satellite launch market.<h3>H3 Launch Vehicle Configuration, Form, and Launch Capabilities</h3>The H3 Launch Vehicle comprises an airframe form with the following parts that have a common airframe design.<ul><li>Number of LE-9 first-stage main engines (2 / 3)</li><li>Number of SRB-3 solid rocket boosters (0 / 2 / 4)</li><li>Size of the fairing (L: long / S: short)</li></ul>The main feature of the H3 Launch Vehicle is that it can flexibly handle launch missions for satellites with a great variety of sizes and masses by rearranging those parts.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736747660447-img-rocket-02.jpg" style="width: 100%px;" class="fr-fic fr-dib">From the left: LE-9 first stage main engine ©MHI, SRB-3 solid rocket booster and fairing ©JAXAThe H3 Launch Vehicle's airframe form is represented by a combination of the above. For example, "H3-30S" indicates there are three LE-9s, zero SRB-3s (not equipped), and an S (short) fairing. The H3-30S, the smallest form, has the capacity to launch a satellite with a mass of 4 t or more into a sun-synchronous orbit (500 km × 500 km).In addition, it is expected that the H3-22L will be used to launch satellites into a geostationary orbit and to launch even larger satellites. Meanwhile, the H3-24L has higher launch capabilities than the H-IIA. It will be capable of launching large geostationary satellites in the 6 t mass class and multiple small satellites at once. In this way, the H3 Launch Vehicle is capable of flexibly launching small to large satellites with the optimal form and cost for various orbits.<h2>International Competitive Edge Required: Background to the H3 Launch Vehicle Development</h2>We describe here some of the international competition in the background to the H3 Launch Vehicle developing aiming to be highly flexible and reliable at low cost. This includes intensifying competition in rocket launch prices around the world and changing demands.<h3>Intensifying Price Competition in Rocket Launches</h3><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736747717495-img-rocket-03.jpg" style="width: 100%px;" class="fr-fic fr-dib"><figcaption id="isPasted">H-IIA Launch Vehicle No. 47 ©JAXA</figcaption> Nowadays, there is a need for low-cost rockets even more competitive in price around the world. Costing less than the H-II Launch Vehicle, the H-IIA Launch Vehicle has also entered the commercial launch market with orders received for it from private satellite companies and other organizations both in Japan and overseas. However, since the 2010s, new rockets with features such as low cost and high flexibility have appeared one after another due to companies in the U.S., Europe, and elsewhere around the world entering the space business. That has led to conventional Japanese rockets struggling.In recent years, a major company in the U.S. has been planning to newly enter the commercial launch market with a rocket aiming to reduce costs by about half compared to before. Furthermore, venture businesses in various countries have also been actively developing new small and medium-sized rockets. These rockets may well become competitors in the small satellite launch market.<h3>Changes in Satellite Launch Demands and Cost Issues</h3>In addition to demand for larger satellites, there has been growing demand in recent years for the launch of dozens of small satellites at once. This has led to a need for rockets capable of launching satellites with a larger mass and size at lower cost.The larger communication capacity, the longer life of satellites due to electric propulsion, and other factors have led to an increase in the dimensions and mass of geostationary satellites compared to before. Geostationary satellites with a mass of 7 to 8 t are also being launched. (The H-IIA Launch Vehicle's capacity to launch satellites into a geostationary transfer orbit is up to approximately 6 t.)In particular, there is a need for rockets with large fairings capable of carrying satellites that have larger antennas than before to improve performance for communication and broadcasting satellites. Moreover, it is expected that there will also be an increase in demand in the future for dedicated mounting structures (dispensers) to handle satellite constellations that launch multiple small satellites at once and then operate them in formation.Related articles: <a href="https://article.murata.com/en-global/article/what-is-a-ntn-of-haps-and-satellites" target="_blank">Non-Terrestrial Networks (NTNs) Employing HAPS or Artificial Satellites: Technological Trends Leading to Beyond 5G/6G (1)</a>Large rockets that meet such demands have higher launch costs. On the other hand, there is a pressing need to keep down costs from the perspective of price competition. "Launch satellites with a larger mass than before at lower cost than before." The necessity to meet this contradictory requirement was in the background to the H3 Launch Vehicle development.<h2>3. Efforts Made to Cut Costs on the H3 Launch Vehicle</h2>As mentioned above, the H3 Launch Vehicle was developed with the aim of designing a rocket that can meet global market demands by combining the three elements of flexibility, high reliability, and low cost against a background of price competition, changing demands, and other factors. We introduce here the main efforts relating to the airframe of the H3 Launch Vehicle with a focus on the tough issue of cutting costs that is being demanded at the same time as an improvement in the transportation performance of various satellites. Together with this, we also look at the background that led to the Murata-made components being introduced into the rocket.<h3>Thoroughly Cost Cutting in All Stages</h3>The makers of the H3 Launch Vehicle aimed to thoroughly cut costs. Accordingly, they developed the rocket while staying conscious of how to keep down costs in all stages of conception, development, and operation. Consistent efforts were made as below in each stage.<ul><li>Conception Stage The price requirements for each component were clarified based on the concept of reducing costs. What cost reductions were possible was carefully examined and considered over the entire supply chain (the series of processes from the procurement of materials and components to manufacturing, inventory control, sales, delivery, and consumption).</li><li>Development Stage This technology was developed while adopting low-cost specifications in the design stage. At the same time, cost reduction was also promoted through innovations in the manufacturing method. Costs were evaluated in the design review as well. The project was carried out so that it was possible to achieve the cost determined in the concept at the conception stage.</li><li>Operation Stage The project was operated under a plan to thoroughly cut costs by mass-producing and bulk ordering the rocket and its constituent components and by engaging in ongoing efforts to raise efficiency and make improvements.</li></ul><h3>Reducing the Number of Components and Costs of the LE-9 with 3D Modeling</h3><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736747756030-img-rocket-04.jpg" style="width: 832px;" class="fr-fic fr-dib"><figcaption id="isPasted">Combustion test with the actual LE-9 engine ©JAXA</figcaption>For example, the expander bleed cycle*3, a result of the accumulation of proprietary technologies in the second-stage engine, has been adopted as a high-thrust engine for the first-stage engine for the first time in the LE-9 with its greater thrust than the LE-7A main engine of the H-IIA in the first-stage main engine of the H3 Launch Vehicle. The LE-9 uses components manufactured with 3D modeling (additive manufacturing) using a 3D printer. This has reduced the number of components by about 20% at the component level compared with the conventional LE-7A. Moreover, the conventional injectors had a structure in which multiple components were manufactured by machining for 500 pieces and then joined before being attached to the main body. Therefore, processing and assembly took a great deal of time and effort. On the other hand, the overall cost was reduced by more than 50% in the LE-9 by using a 3D printer to mold the components that form the core as an integrated unit.<h3>SRB-3 Coupling Points and Cost Reduction</h3><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736747862698-img-rocket-05.jpg" style="width: 832px;" class="fr-fic fr-dib"><figcaption id="isPasted">Full-scale separation test with the actual SRB-3 ©JAXA</figcaption>The method of coupling the first-stage airframe and the SRB-A solid rocket booster was complicated in the H-IIA/B Launch Vehicle. There was an issue in that the number of coupling points and components used for coupling was extremely large. Therefore, the method of coupling and separating from the first-stage airframe was reviewed and a new, simpler method was adopted for the SRB-3 solid rocket booster in the H3 Launch Vehicle.&nbsp;It became possible to manufacture in Japan the motor case, which was designed based on a U.S. motor previously. With the resulting increase in design flexibility, it was possible to adopt the optimal mechanism for the rocket booster, allowing for a simple coupling and separation mechanism. This drastically reduces the number of components used for coupling and separating. Reducing the weight has improved performance, and has also contributed to cost cutting.<h3>Improving Efficiency, Saving Time, and Reducing Costs with Takt Production</h3>The H-IIA Launch Vehicle was produced in a format called made-to-order production in which it was manufactured after being ordered. On the other hand, the H3 Launch Vehicle saw a manufacturing format being employed close to that of line production for general industrial products, such as automobiles and aircraft, with the time being equalized for component mounting, assembly, and inspection/shipping.&nbsp;In particular, a production method was adopted in which each movement and processing is repeated synchronously with takt production with the rocket being split into four segments. This improved the efficiency of manufacturing, shortened the production time, and reduced costs.<h3>Substantial Cost Cutting with the Introduction of Non-space Components</h3>The valves, sensors, and electrical and electronic equipment used in conventional rockets were developed for space separately from general components. These space components are extremely expensive because they have special specifications and only a few are produced. This was one of the bottlenecks in the goal of cutting costs.Therefore, the decision was made to use components not for space in the H3 Launch Vehicle. Introducing highly reliable and inexpensive non-space components for approximately 90% of all the components led to a significant reduction in costs compared to when using space components. This had the major effect of both improving reliability and reducing costs.When determining the non-space components that would be used, the applicable types of components were selected based on a resistance evaluation with a radiation test. In addition, this relates to component selection standards and safety standards. This meant the evaluation on the use of non-space components was carried out by JAXA and private companies in cooperation. Murata-made non-space components are also being used in the H3 Launch Vehicle. This process has contributed to both high reliability through each private company's technological capabilities and quality control and lower prices through efficient production.1: Mitsubishi Heavy Industries was selected by JAXA in 2014 as the prime contractor to be responsible for H3 Launch Vehicle development and launch transportation services. It is overseeing the development of the airframe.*2: The total length of approximately 63 m refers to where the fairing is L (long). The fairing is located at the top of the H3 Launch Vehicle. It is the part that houses artificial satellites and other devices to be launched. Where the fairing is S (short), the total length of the H3 Launch Vehicle is approximately 57 m.*3: The expander bleed cycle adopted in the LE-9 is a simple mechanism. It uses liquid hydrogen—the fuel—to cool the combustion chamber and nozzle. At the same time, it converts the hydrogen into gas, raises the temperature, and then uses that gas to operate the turbo pump that drives the engine. The efficiency is not as high as that of the two-stage combustion cycle. Nevertheless, this mechanism simplifies the structure—no pre-burner is required, for example—and reduces the number of parts over the entire engine. In addition, it is intrinsically safe in that the entire system is less liable to powering down and entering a catastrophic state such as in the event there is a propellent leak or turbo pump malfunction. Accordingly, it has the advantage of being less liable to enter an abnormal combustion state. This means it can offer both high reliability and low cost at a high level.

The H3 Launch Vehicle is a next-generation rocket. It was developed jointly by Mitsubishi Heavy Industries, Ltd. (hereinafter "Mitsubishi Heavy Industries") and the Japan Aerospace Exploration Agency (JAXA). The H3 Launch Vehicle is large for a liquid oxygen/liquid hydrogen rocket.

Learning from the H3 Launch Vehicle: Method and Competitiveness of Combining Flexibility, High Reliability, and Thorough Cost Reduction

The aviation industry continually evolves, with ongoing efforts to refine and improve existing technologies. Within this vast landscape, the development of single-person flight carriers—such as gyrocopters—stands out as an exciting niche. These compact, lightweight aircraft offer unmatched freedom and mobility, captivating both hobbyists and seasoned pilots. As the industry evolves, so does the need for meticulous inspection and quality control to ensure these cutting-edge machines meet the highest standards of safety and performance.<h2>NIKI Rotor Gyrocopter Manufacturing Company</h2>NIKI Rotor Aviation, a Bulgarian company, specializes in producing gyrocopters which blend the best of airplanes and helicopters. Founded by an owner with a passion for aviation, NIKI Rotor began as a hobby in a small workshop, where miniature remote-controlled aircraft models took flight. Today, the company produces fully operational gyrocopters ready for sale.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736299275388-1.jpg" style="width: 100%px;" class="fr-fic fr-dib"><h2 id="isPasted">For Inspection and&nbsp;<a href="https://www.3d-scantech.com/solution/product-development/" target="_blank">Product Development</a>&nbsp;</h2>Finished Product Inspection:&nbsp;Utilize a 3D scanner to inspect the finished gyrocopter, ensuring it meets design specifications and quality standards. By capturing precise 3D models of the gyrocopters, dimensions, tolerances, and surface quality can be verified, ensuring the final product is defect-free.Product Development:&nbsp;Generate an accurate 3D model of the existing gyrocopter frame through <a href="https://www.3d-scantech.com/3d-scanners/" target="_blank">3D scanning</a> to extract geometric data for updating engineering drawings. The measurement assists in analyzing current designs and optimizing product structures.<h2>What Part To Be Inspected&nbsp;</h2>One of the primary components NIKI Rotor needs to 3D scan is a large, intricately designed frame of their gyrocopters. This frame, measuring approximately 2m x 1m x 3m, is made of black carbon fiber with a bright yellow paint finish. Its large curved surfaces add complexity to the measurement process, demanding a high level of accuracy and detail in measurement.<h2>Measurement Challenges&nbsp;</h2>Traditional measurement methods fall short when faced with such a complex and sizable component. The primary challenges include:<ul><li>&nbsp;High Precision Requirements:&nbsp;Ensuring flight safety necessitates high precision in the <a href="https://www.3d-scantech.com/solution/3d-inspection/" target="_blank">manufacturing and inspection&nbsp;</a>of gyrocopter parts, often at the micron level.</li><li>&nbsp;Wide Range of Sizes:&nbsp;Gyrocopter components vary significantly in size, from small precision parts to large structural components.</li><li>&nbsp;Complex Geometries:&nbsp;Gyrocopter components typically have intricate curves and geometric shapes, including rotor blades and fuselage structures.</li><li>&nbsp;Surface Characteristics:&nbsp;Carbon fiber, particularly in black, poses significant challenges for conventional scanning techniques.</li><li>Time-Consuming Processes:&nbsp;Traditional probe measurements are time-intensive, making them impractical for such large parts.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736299297367-2.jpg" style="width: 100%px;" class="fr-fic fr-dib"><h2 id="isPasted">Scantech's 3D Solutions</h2>To address these challenges, NIKI Rotor turned to Scantech's Bulgaria&nbsp;reseller, Great Master, for&nbsp;cutting-edge 3D scanning technology, specifically the&nbsp;<a href="https://www.3d-scantech.com/product/trackscan-sharp/" target="_blank">TrackScan-Sharp&nbsp;optical 3D measurement&nbsp;system</a> to capture highly accurate and detailed 3D data. This system offers a range of features tailored to meet the demands of inspecting complex, large-scale parts.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736299308197-3.jpg" style="width: 100%px;" class="fr-fic fr-dib"><h2 id="isPasted">Scanning Process</h2>The TrackScan-Sharp system employs advanced blue laser technology, which is particularly effective for scanning carbon fiber and black surfaces. The scanning process, which can be completed in approximately 10 minutes, involves the following steps:<ul><li>&nbsp;Setup: Positioning the TrackScan-Sharp to cover the entire component.</li><li>&nbsp;Scanning:&nbsp;Utilizing the blue laser to capture detailed measurements without the need for targets.</li><li>&nbsp;Data Collection: Gathering comprehensive data to create precise color maps.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736299257687-4.jpg" style="width: 100%px;" class="fr-fic fr-dib"><h2 id="isPasted">Benefits of 3D Solutions</h2>The advantages of using Scantech's 3D solutions are manifold:<ul><li>&nbsp;Accuracy:&nbsp;TrackScan-Sharp can measure the dimensions and tolerances of gyrocopter components accurately with accuracy of up to 0.025 mm , ensuring they meet design specifications and quality standards. The blue laser technology ensures accurate scanning of carbon fiber and black surfaces.&nbsp;</li><li>&nbsp;Efficiency:&nbsp;The TrackScan-Sharp's large tracking volume allows for a complete scan in a single shot, significantly reducing inspection time.</li><li>&nbsp;Simplicity:&nbsp;The system's ability to scan without targets simplifies the process.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736299325825-5.jpg" style="width: 100%px;" class="fr-fic fr-dib"><h2 id="isPasted">For Inspection&nbsp;</h2><ul><li>&nbsp;Surface Quality Assessment:&nbsp;High-resolution scanning allows for detailed inspection of surface quality, identifying any defects or imperfections that may affect performance.</li><li>&nbsp;Data Clarity:&nbsp;The resulting comparison drawings clearly highlight discrepancies between the CAD model and the actual component, providing essential data for design corrections and improvements.</li></ul><h2>For Product Development&nbsp;</h2><ul><li>&nbsp;Accurate 3D Models:&nbsp;The system generates precise 3D models of existing gyrocopter parts, facilitating the extraction of geometric data needed for creating or updating engineering drawings.</li><li>&nbsp;Design Optimization:&nbsp;Detailed scans enable the analysis of current designs, identifying areas for improvement and optimization.</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1736299334695-6.jpg" style="width: 100%px;" class="fr-fic fr-dib"><h2 id="isPasted">Conclusion</h2>Trackscan-Sharp provides valuable data support, enabling customers to correct CAD designs and improve overall product development. By doing so, it accelerates the research and development cycle while minimizing trial-and-error costs. Additionally, this versatile scanner can be utilized for quality inspection and control during production. NIKI Rotor Aviation’s commitment to innovation and precision has positioned them at the forefront of gyrocopter manufacturing. With the integration of Trackscan-Sharp, they not only address inspection and development challenges but also empower their clients to confidently take flight.

In the aviation industry, a gyrocopter manufacturer employs Scantech’s advanced optical 3D measurement system, TrackScan-Sharp. This cutting-edge technology enables precise and efficient scans of intricate components, enhancing product development and inspection.

3D Scanning Enhances Inspection and Product Development in Aviation Industry

Orbiting at an altitude of 700 kilometres, satellites of the European Space Agency (ESA) transmit radar signals down to Earth. These are scattered by the planet’s surface and reflected back to the satellite, yielding images of the terrain even when the sky is overcast. Right now, Konrad Schindler and his team are interested in images of Ukraine. “Satellites fly over the country every couple of days, which gives us a kind of slow-motion video,” says Schindler, head of the Institute of Geodesy and Photogram­metry at ETH Zurich. “If the signal hits a heap of rubble where there were once intact buildings, then it bounces back in a different form.” This is because smooth surfaces reflect radio waves more effectively than rough surfaces.Not that the naked eye could make much sense of this stream of freely accessible images. That’s the job of an automatic monitoring system that harnesses the power of artificial intelligence. “The system uses statistics to identify patterns in the data,” Schindler explains. This is an example of machine learning, whereby an Al system is trained with reference images that clearly show, for ex­ample, the difference between a building that has been destroyed and one that is still intact.These reference data were provided by UNOSAT, the United Nations Satellite Centre. Here, experts painstakingly inspect high-resolution images from commercial sources in order to identify damage to buildings and thereby document war crimes such as the bombing of civilian infrastructure. “Our monitoring system is certainly not designed to replace these people,” says Schindler. “But its ability to cover large areas gives them useful guidance on where to take a closer look.”<h2 id="isPasted">Maps for aid organisations</h2>The mapping of war damage is one of two projects on which ETH researchers have collaborated with the International Committee of the Red Cross (ICRC). “The second one sought to answer what might seem like a very simple question – namely, where are the people?” Schindler explains. When the ICRC launches relief operations or vaccination campaigns in the wake of natural disasters, it needs data on population density. In less developed countries, this is often lacking – and that’s when the Red Cross falls back on the population maps that Schindler’s group creates from satellite data.ETH researchers use this powerful cocktail of satellite observation and machine learning across a wide range of areas. In collaboration with the Swiss start-up ExoLabs, for example, they have developed a system that delivers a faster and more accurate assessment of snow cover than that from conventional sources. The researchers began by feeding the system with estimates of snow depth in Switzer­land based on satellite images and digital elevation maps. Using comparisons with precise data gather­ed by aircraft and meteorological ground stations, the system learned how to improve the satellite-­based estimates. Now it provides daily snow depth maps, a service that will soon be launched on a commercial basis.A global map of tree heights has already been made freely available. Also based on satellite data, this is primarily used for environmental purposes. “Obviously, you can’t see the bottom of a tree from space, but the reflected signal contains detailed content, particularly in the infrared range, from which a lot of information about vegetation can be obtained,” Schindler explains. Using reference data from a laser scanner on board the International Space Station (ISS), a computer program has learned how to derive tree heights on the basis of illumination patterns of the area under observation. A laser pulse bouncing back from a treetop takes minimally less time to return to the ISS than one reflected from the ground below. This difference is enough to calculate the height of local vegetation.<h2>Early-warning system for forests</h2>“The global mapping of canopy heights also provides interesting information on the age of the vegetation,” says Verena Griess, Professor of Forest Resources Management and head of the Institute of Terrestrial Ecosystems at ETH Zurich. She and her team are using satellite data to discover more about tree health. “Climate change has propelled us into an era of rapid change,” says Griess. “This also applies to our forests, where problems caused by pests, blowdown, fire and drought are very much on the rise.” Using satellite data, the researchers plan to set up an early-warning system that will alert us to distressed woodland even before such damage is visible to the human eye. This system could also be used to detect the first signs of forest fires in sparsely populated areas, or to show where remed­ial measures are required in Switzerland to safeguard the protection against natural hazards that forestry affords. Satellite data could also identify areas that are suitable for timber extraction or that require conservation due to their high biodiversity. “Our aim is to ensure that the right decision is made for each place,” Griess explains.&nbsp;Researchers are now working on a model that will be able to automatically identify tree species from satellite images. Trained on data from locations where species such as beech, spruce or larch are known to be growing, the model gradually learns to identify the corresponding patterns in satellite images. Using hyperspectral sensors, satellites can also collect information on tree health that is invisible to the human eye. This includes measuring the concentration of certain substances in the leaves and monitoring any changes that might indicate the early stages of a pest infestation.Two-dimensional satellite images can also be enriched with 3D data from laser scanners either on board satellites, aircraft or drones, or located on the ground. ETH recently inaugurated its Alps supercomputer, which will speed up data analysis and improve the training of AI models. “This technology adds yet another string to our bow, alongside our outstanding students and the excellent collaboration between university professorships and other member institutions of the ETH Domain,” says Griess. “Switzerland now has a real wealth of expertise in this area, concentrated to a degree you won’t find anywhere else.”<h2>Gps technology repurposed</h2>The health of woodland trees can also be investigated using signals from GPS satellites. When a GPS receiver is placed under a tree and another one at a distance, the difference in the signals received can serve to calculate how much biomass the tree contains. “It’s amazing what you can do with a technology that was developed for something entirely different – in this case, navigation,” says Benedikt Soja, Professor of Space Geodesy.In collaboration with MeteoSwiss, Soja and his team have installed low-cost GPS receivers at several weather stations located throughout Switzerland. They measure the level of water vapour in the atmosphere by detecting the corresponding delay in the propagation of radio signals transmitted by satellites. This data is then used to calculate the humidity above a weather station and thereby improve rain forecasts.At the same time, the analysis of such data over a longer period of time also yields information on climate change. A warmer atmosphere absorbs more moisture – i.e., more water vapour. “This in turn intensifies climate change, because water vapour is also a greenhouse gas – in fact, the most abundant of all,” Soja explains. “This makes it very easy to determine the local impact of climate change on the atmosphere.” GPS measurements show that, on average, some regions have become wetter and others drier.Researchers are harnessing another technique to track the melting of ice sheets in Greenland and Antarctica. Two satellites flying in tandem measure the Earth’s gravity field, which varies according to how much mass is present at a particular location. “This means we can measure any changes in this mass from space,” explains Soja. This data can be further refined with the help of other satellites that measure altitude. “The polar regions are seeing massive ice melt. We’re losing hundreds of gigatons of ice each year – the equivalent of a gigantic 3,000-metre-high cube the size of the city of Zur­ich – and this is causing sea levels to rise,” says Soja. “Satellite observation is the best way of tracking the impact that climate change is having on the Antarctic and Greenland ice sheets.”

ESA’s Sentinel satellites are civil Earth observation satellites. They are also used by ETH researchers. (Image: ESA)

Earth-observation satellites deliver data for a wealth of applications – from monitoring climate change and documenting war crimes to planning disaster relief and assessing snow depth. ETH researchers are also big beneficiaries.

The view from space - and what it tells us

Golden packages on the Moon? Not exactly. This is no extraterrestrial gift depot, but a cutting-edge project in the LUNA hall. Here, the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) has been researching how payload boxes, sensors, rovers and astronauts can connect to form an integrated network. These participants, or nodes within the network, exchange signals that facilitate both communication and navigation."Every robot, sensor or astronaut becomes a participant in the network, passing on information to its neighbours. We calculate the distances between participants by measuring the time it takes for radio signals to travel between them. Using this method, we can determine the exact positions of all participants within the network," explains Emanuel Staudinger, project manager at the DLR Institute of Communications and Navigation. "The system is decentralised, requires no infrastructure and is designed to accommodate a large number of participants." The swarm navigation network developed by the institute could be used to explore the surfaces of the Moon and Mars. It is also effective in environments on Earth where conventional systems such as satellite navigation are not available, for example in lava caves or other complex terrains.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1734656795004-image-1000-d6bdda070377af96c5f2c2dc3e88f154.jpeg" style="width: 100%px;" class="fr-fic fr-dib">A rover moves between sensors and stones in the LUNA hall The DLR Institute of Communications and Navigation has carried out an experiment in the LUNA hall, in which payload boxes, sensors and rovers were integrated into a swarm navigation network. In the LUNA hall, network participants navigate across a regolith simulant that closely mimics the properties of lunar regolith. The stones scattered across the surface are modelled on real lunar geology. Credit: DLR (CC BY-NC-ND 3.0)<h2>Robots working together</h2>Staudinger and his team have spent recent years testing the swarm navigation network in diverse terrains, including Mount Etna in Italy and a lava cave on Lanzarote, Spain. Now, for the first time, the swarm navigation network has been successfully tested in the LUNA hall, which simulates a realistic lunar environment. Opened at the DLR site in Cologne in September 2024, LUNA simulates conditions on the lunar surface. "The research centre – a joint project between DLR and the European Space Agency (ESA) – is designed to prepare astronauts and robots for Moon missions," explains Thomas Uhlig from the LUNA project management team. "Our colleagues from the DLR Institute of Communications and Navigation are among the first to conduct research here. We’ve already received numerous requests from a wide range of fields for access to LUNA. The future looks exciting."<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1734656698151-image-1920-40dc969fa8622d505ecc7d68be7684c4.jpeg" style="width: 100%px;" class="fr-fic fr-dib">Twinkling in the LUNA hall The DLR Institute of Communications and Navigation has carried out an experiment in the LUNA hall, in which payload boxes, sensors and rovers were integrated into a swarm navigation network. Within the network, participants exchange information with their neighbours, enabling the precise determination of their positions. The DLR team distributed around 50 sensors throughout the hall, their colourful lights making the space sparkle. Credit: DLR (CC BY-NC-ND 3.0)In the LUNA hall, scientists from the institute in Oberpfaffenhofen demonstrated several scenarios, including one in which a lander arrives on the lunar surface and deploys two rovers. The first rover was tasked with placing radio beacons around the lander. These sensor units immediately then assumed navigation tasks. During its exploratory trips, the rover discovered a crater but realised it could not descend into it, so called for assistance from the second rover. This crater is located in a section of the LUNA hall where the floor has been lowered three metres. Using the navigation system, the second rover found its way to the crater on its own and carried out scientific investigations. As it descended, the first rover assisted from the crater's edge, guiding the second rover with navigation data. Another scenario involved deploying sensor units in an area too steep for a rover to traverse. Here, up to 50 sensors were distributed and interconnected to form a navigation network. The team also tested flying units or dropping the sensors into an inaccessible crater.<h2>3D model of the regolith surface created</h2>In addition to the navigation experiments, the team developed a 3D model of the LUNA floor to support simulations and validate measurement data. A significant portion of the hall is covered with a layer of regolith simulant, or 'Moon dust'. This material mimics the chemical, physical and geological properties of the regolith samples brought back to Earth by the Apollo missions.The research team from the DLR institute will now analyse the data in detail and continue refining the swarm navigation network. The ultimate goal is to provide robust, decentralised navigation and communication capabilities for astronauts and robots exploring the Moon. These advancements could also prove invaluable for terrestrial missions in challenging and inaccessible environments.<iframe width="640" height="360" src="https://www.youtube.com/embed/MEZzv27ha4c?&amp;wmode=opaque&amp;enablejsapi=1&amp;origin=https://www.wevolver.com" frameborder="0" allowfullscreen="" class="fr-draggable" data-lf-form-tracking-inspected-kn9eq4roawkarlvp="true" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-lf-vimeo-playback-inspected-kn9eq4roawkarlvp="true">&nbsp;</iframe>Video: Swarm Navigation in LUNA Facility.&nbsp;Various exploration scenarios were successfully tested for the first time in the new LUNA analogue facility in Cologne. To this end, the DLR Institute of Communications and Navigation connected various participants, such as payload boxes, sensors and rovers, to a swarm navigation network in the LUNA hall. These pass information on to their neighbours. The exact positions of the participants are determined using this information. The decentralised radio system requires no infrastructure. This makes navigation and communication possible in unknown terrain, such as on the Moon or Mars. Credit: © DLR. All rights reserved

Gold-coloured packages in the LUNA hall The DLR Institute of Communications and Navigation has carried out an experiment in the LUNA hall, where payload boxes, sensors and rovers connect to form a swarm navigation network. Within the network, participants exchange information with their neighbours, enabling the precise determination of their positions. Credit: DLR (CC BY-NC-ND 3.0)

The German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) has been researching how payload boxes, sensors, rovers and astronauts can connect to form an integrated network.

A swarm of sensors, rovers and astronauts explore the 'Moon'

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