Yearly Archives: 2022

Challenges and Opportunities for Electric Aviation

A review published in a recent issue of the Transportation Engineering journal discusses the challenges of sustainable aviation and the technological advancements that are necessary to make electric aviation a viable option. (Photo: Airbus)

As the aviation industry continues to grow, emissions related to aviation also increase. Working towards net zero emissions is a key objective for the industry, and part of that is research and development in electrifying aviation. A review published in a recent issue of the Transportation Engineering journal discusses the challenges of sustainable aviation and the technological advancements that are necessary to make electric aircraft a viable option.

The review, titled “Electric aviation: A review of concepts and enabling technologies,” was sponsored by the Arctic Center for Sustainable Energy through The Arctic University of Norway. Authors Bright Appiah Adu-Gyamfi and Clara Good purport that disruptive innovation is necessary to achieve the industry’s sustainability goals.

The key highlights of the review include the following:

• Battery technology has not achieved sufficient maturity to make commercial electric air transport viable.

• The future of electric aviation will be characterized not only by advancement in battery technology but electric motor technology as well as efficient aerodynamic design.

• Turbo-electric aircraft architecture may present the first opportunity for commercial electric air transport.

In their article, Adu-Gyamfi and Good establish the need for decarbonization and for advancements in aviation technology. They draw attention to the opportunities presented by different electric propulsion architectures, including turbo-electric and hybrid-electric configurations, as well as fully-electric aircraft. Next, the review features a comparative analysis to identify what areas of development are critical to enable electric aviation. Adu-Gyamfi and Good also cover some of the current concepts for electric aircraft and what technologies have the potential to be implemented in the relative short-term.

(Graph from article by Bright Appiah Adu-Gyamfi and Clara Good published in Transportation Engineering Volume 9, September 2022)

One of the main factors preventing developments in electric aviation is the low energy density of today’s battery technology, which limits the maximum range of aircraft. “To match the electrical energy equivalent required to power an Airbus A320 using present technology, the batteries’ weight will exceed the maximum take-off weight by a factor of 38,” write Adu-Gyamfi and Good. 

They explain that, while current battery technology is limited, distributed propulsion may have the potential to enable more powerful electric aircraft. “The two most common distributed propulsion techniques used are Distributed electric propulsion (DEP) and Turbo-electric distributed propulsion (TeDP),” the review states.

(Figure from article by Bright Appiah Adu-Gyamfi and Clara Good published in Transportation Engineering Volume 9, September 2022)

Fully electric or hybrid-electric propulsion may be more practical for small aircraft that are designed to travel 500 km or less at a time. However, to make a significant reduction in emissions, larger aircraft also need to be electrified. Single-aisle and regional fleets contribute to 41% of the industry’s emissions.

(Figure from article by Bright Appiah Adu-Gyamfi and Clara Good published in Transportation Engineering Volume 9, September 2022)

The authors of the review conclude, “Turboelectric aircraft could open the opportunity for the first electric commercial air transport capable of achieving significant emission reduction since the major technological risk of low energy density batteries is eliminated. 

“Although other challenges, including power conversion and distribution, low power generators, and issues with power management, still exist, these components are also available in both full-electric and HEP architectures.”

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Viasat Receives $325M US Special Operations Command Contract Extension

U.S. Special Operations Command (SOCOM) awarded Viasat a $325 million contract extension for tactical satellite communications and network management. Pictured above is the Pentagon, headquarters for the Department of Defense. (Photo: Britannica)

U.S. Special Operations Command (SOCOM) awarded Viasat a $325 million contract extension for tactical satellite communications and network management.

It is a sole-source, indefinite delivery, indefinite quantity (IDIQ) contract award worth up to $325 million over five years. It extends a $350 million contract Viasat won in 2017. The initial IDIQ contract was awarded to Viasat for the supply of advanced equipment, systems, services and support to modernize ground/air situational awareness, tactical data links, terrestrial networking, Intelligence, Surveillance, And Reconnaissance (ISR), tactical satellite communications, information assurance, network management and cybersecurity for Special Operations Forces. The flexible nature of the IDIQ allows Special Operations Command (SOCOM) to rapidly acquire, deploy and evolve a new operational capabilities, terminals, products, systems, services, support and sustainment in support of current and future SOCOM missions.

Viasat announced the extension on Dec. 29 and said the IDIQ award structure allows for flexibility for the military to acquire technology developments.

Viasat will provide equipment, services, and support to SOCOM for situational awareness, integration, terrestrial networking, intelligence, surveillance and reconnaissance (ISR), tactical satellite communications, information assurance, and network management capabilities.

“This contract award reaffirms Viasat’s deep commitment and partnership with the SOCOM community to understand and address the capability needs of forces for the most complex missions,” said Craig Miller, president of Viasat Government Systems. “Networking and communications needs across the modern battlespace are continually evolving and we’re excited to help SOCOM maintain the advantage with solutions that deliver the performance, flexibility and resilience Special Operations Forces require to successfully operate independently and interoperate effectively with joint forces.”

This article was originally published by Via Satellite, sister publication of Avionics International. It has been edited.

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4-FLIGHT Air Traffic Control System Implemented in France

Thales and DSNA shared news of the first operational implementation of the 4-Flight air traffic control system in France. (Photo: Thales/DSNA SYLVAIN CAMBON)

Thales and the French air navigation service provider, DSNA, have unveiled the successful implementation of the next-generation air traffic control system, called 4-Flight. It is a stripless air traffic control system for managing high-density airspace. The system was implemented at the area control center (ACC) in Reims, France, as well as Marseille ACC, in early December 2022.

4-Flight includes COFLIGHT, an advanced system for flight data processing, to provide more accurate forecasts to air traffic controllers for flight trajectory optimization. 4-Flight also offers an intuitive human-machine interface. The system facilitates greater focus on safety, efficiency, and other important tasks for air traffic management (ATM).

The 4-Flight air traffic control system is co-funded by the EU as part of the Single European Sky technical modernization program. It is registered as a SESAR (Single European Sky for ATM Research) Solution and is interoperable with other air navigation systems in Europe. According to the announcement from Thales, “4-FLIGHT is connected to ten Air Navigation Service Providers neighbouring France: ENAIRE, DGAC Algeria, ENAV, Skyguide, DFS, the Maastricht UAC, Skeyes, ANA, NATS, IAA and the Network Manager.”

DSNA (Direction des Services de la Navigation Aérienne) plans to extend the ATM system to France’s three other ACCs by the year 2025. The CEO of DSNA, Florian Guillermet, remarked on the complexity of the project, saying, “The implementation in 2022 of 4-FLIGHT […] proves the commitment of DSNA to pursue its technological modernization to deliver the challenges of the Digital European Sky, and high-quality and more competitive service.”

DSNA originally launched the 4-Flight program in partnership with ENAV, the Italian ANSP, back in 2008. A few years later, Thales and DSNA announced their collaboration to develop the French component of the 4-Flight system. Jean-Loïc Galle of Thales explained that the system would be a continuation of the company’s EUROCAT product, an ATM automation system that was rebranded as TopSky in 2012.

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4th Component Maintenance Squadron Team Handles Avionics Repairs for F-15 Flight Deck

Senior Airman Taylor Hunter published an in-depth look into the 4th CMS avionics backshop, where technicians troubleshoot and repair flight instruments in F-15 aircraft. Pictured above, Senior Airman Jonathan Capayas, 4th CMS avionics technician, uses an electronic systems test set (ESTS) to analyze potential issues with equipment. (U.S. Air Force photo by Senior Airman Taylor Hunter)

At Seymour Johnson Air Force Base in North Carolina, a 68-person team from the 4th Component Maintenance Squadron avionics backshop is responsible for repairing critical flight instruments in the F-15 flight deck. The team maintains all of the avionics on the 94 F-15E Strike Eagles at the Air Force base, including control panels, radar, and GPS systems.

Senior Airman Taylor Hunter published an in-depth look into the work that takes place in the 4th CMS avionics backshop this week. The team uses a range of testing equipment to troubleshoot and repair the different flight instruments. There is a unique procedure for repairing each piece of flight hardware.

Tech. Sgt. Allen Bonds explained that their work area includes a large test station to mimic instrument performance on the F-15 aircraft. The test station has tighter parameters to ensure that “if it passes here, it will pass on the aircraft,” Bonds said.

Attention to detail is critical for testing avionics instruments, because even small parts can cause big problems down the road.

The team uses a supercomputer—the F-15 electronic system test set (ESTS)—to perform multiple tests at the same time. The ESTS diagnoses faulty equipment and detects a specific area that needs to be repaired before the instrument can be returned to service.

“It’s incredibly complex, especially when software keeps failing and you have to go through a bunch of diagrams,” Senior Airman Jonathan Capayas explained regarding the process of testing for faults in the equipment. “If we’re not here, there is no way to verify the software.”

The avionics team at the 4th CMS makes more efficient and cost-effective repairs to flight instruments. Without these experts, the parts would have to be sent to off-site vendors for evaluation and repair.

Last month, House and Senate appropriators provided more than $194 million for upgrades to Boeing F-15 aircraft in their committee-approved versions of the fiscal 2023 defense appropriations bill.

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TSA Starts Testing Facial Recognition Technology at 16 Major Airports

The TSA is now testing facial recognition technology at 16 major airports in the U.S. (Photo: Ray Whitehouse for The New York Times)

The Transportation Security Administration (TSA) is now exploring the potential of facial recognition technology by introducing kiosks with cameras at 16 major airports to conduct facial identification. It has been integrated at major domestic airports from Atlanta, Boston, and Denver to Detroit, Los Angeles, and Miami—the pilot program began at Reagan Washington National Airport (DCA) in 2020. However, facial recognition has been banned by some cities, including San Francisco. The TSA has plans for expanding use of the technology across the U.S. next year. 

The system works like this: Passengers insert their ID into a machine at the kiosk and look at a camera for a few seconds. The technology compares the individual’s face with the photo on their ID. A human agent is present to provide final confirmation, although these machines will eventually operate completely autonomously.

Since early 2022, the TSA has been utilizing the Credential Authentication Technology 2 (CAT-2) system at checkpoints to verify the identity of individuals at the airport. “TSA will convert the information into an anonymized format, encrypt it, and transfer it for temporary analysis to the Department of Homeland Security (DHS) Science & Technology Directorate (S&T), which will assess the effectiveness of this technology at the checkpoint,” states the TSA’s website. 

According to Geoffrey Fowler of “The Washington Post,” it has not yet been determined whether the technology is capable of detecting impostors and conducting security inspections more efficiently. He mentioned in a recent interview with PBS that there are also concerns about unfair treatment of minorities. “Are people with darker skin going to be sent to special lines for extra inspection?” Fowler wonders.

It sounds as though those traveling over the holidays do have the option to opt out of the process. While it could help passengers to get through airport security more quickly, many may be concerned about the security of the data collected. The fine print states that data could be retained in the system for up to two years. “Legislators have to get involved to decide what technology can be trusted,” says Fowler.

The Washington Post columnist authored an article in early December on this topic. Nobody yet understands the civil rights ramifications of facial recognition technology, he noted. Fowler spoke with Jason Lim of the TSA, who referred to the technology as a security enhancement. “We are so far very satisfied with the performance of the machine’s ability to conduct facial recognition accurately,” Lim said.

He added that passengers need not be concerned about incorrect identification or about unfair treatment, saying, “We work diligently to ensure the technology is performing according to the highest scientific standards. Demographic equitability is a serious issue for us, and it represents a significant element in our testing.”

According to an opinion article by Blank Rome LLP, facial recognition technology means that airline staff no longer need to spend time checking passengers’ IDs. The staff “are better able to give their attention to passengers who need it, like the elderly or those with disabilities and other special needs,” the article explained. Early findings also showed that the technology is quite accurate even while passengers are wearing face masks.

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Japan Airlines Installs Intelsat 2Ku System on E190 Aircraft

Intelsat’s 2Ku system has been installed on the first of J-AIR’s E190 aircraft. 13 additional aircraft will have the solution installed by the fall of 2024. (Photo: J-AIR)

In an announcement this week, Intelsat and Japan Airlines Co. shared news of the launch of Intelsat’s connectivity service on Embraer E190 aircraft for J-AIR, a subsidiary airline of Japan Airlines. The first of J-AIR’s E190 aircraft has already had Intelsat’s 2Ku system installed. 13 more aircraft will see the system installed by the fall of 2024.

Now, J-AIR will be the first in Japan to offer in-flight entertainment and connectivity (IFEC) services on regional aircraft, according to the announcement.

Keisuke Suzuki, SVP, Customer Experience of Japan Airlines, remarked on their close collaboration with Intelsat’s team to deliver high-quality connectivity. “Intelsat’s capable and reliable 2Ku system will provide miles of entertainment to our customers making J-AIR the first regional aircraft offering the IFC services in Japan,” Suzuki commented in the press release.

Dave Bijur, senior vice president of Commercial for Intelsat Commercial Aviation, was also quoted in the announcement of the 2KU system launch, saying, “Adding 2Ku will enable the same free inflight internet experience they have had since 2017 on the larger jets. For Intelsat, this is a great showcase for other E190 operators around the world who want to offer a free service to all their passengers.”

Virgin Australia is another airline that recently selected the 2Ku satellite connectivity solution that Intelsat offers. It announced in October that Intelsat’s IFC service will be installed on the airline’s existing fleet of Boeing 737 NG aircraft and on 737 MAX aircraft in future deliveries.

Jeff Sare, President of Intelsat Commercial Aviation, shared thoughts on the future of connectivity at the recent APEX Expo in Long Beach, California. “It’s all about the passenger experience,” he said. “At the end of the day, if a passenger on an airplane isn’t getting the service they need, they’re going to complain.”

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FAA Approves Viasat’s Ka-Band IFC for Gulfstream G450 Aircraft

Viasat recently shared that the Federal Aviation Administration approved its Ka-band in-flight connectivity solution for Gulfstream G450 aircraft. The supplemental type certificate granted by the FAA means that Viasat’s Ka-band connectivity system is available on more than 20 platforms now.

For Viasat’s Ka-band network for business aviation, a single aircraft can easily use more than 1 GB per hour. Data usage is primarily driven by streaming and browsing. The satellite network capacity that Viasat offers has been developed to accommodate future broadband demand.

Gulfstream G450 (Photo: Camber)

Viasat’s Wi-Fi solution is in demand for operators of Gulfstream G450 aircraft that hope to enable consistent and high-quality in-flight video conferencing, streaming, and access to corporate VPNs for passengers.

More than 90% of business aviation routes are covered by Viasat’s Ka-band network, according to Claudio D’Amico, business area director for Business Aviation at the company. “Our solution is a great fit for operators that want fast, reliable connectivity that matches the long-range profile of this aircraft,” D’Amico explained in the company’s announcement.

Viasat’s MRO dealer network allows operators of Gulfstream G450 aircraft to secure the Ka-band IFC kit—which includes a custom radome.

According to the company, Viasat’s Global Aero Terminal 5510 hardware kit that enables broadband IFC communicates with the Ka-band satellite network. The 5510 will also be compatible with Viasat’s next-gen ViaSat-3 constellation—three satellites that are expected to offer the highest-capacity broadband once launched.

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FCC Seeks Comment on Streamlining the Satellite Licensing Process

The Federal Communications Commission (Photo: FCC)

The FCC is working to improve the licensing procedures for commercial satellites. On Wednesday, the FCC decided to seek comments on changes to its policies and rules for satellite applications. This commission said there are an “unprecedented” number of applications for new satellite systems and it wants to better handle them.

Specifically, the commission said it will seek comment on allowing licensees to apply for more than one unbuilt Non-Geostationary (NGSO) satellite system in a given frequency band. It will seek comment on how the FCC should handle inconsistencies and omissions in applications and take comment on processing timelines for review of applications.

The notice of proposed rulemaking on the issue was called: Expediting Initial Processing of Satellite and Earth Station Applications.

The FCC is going through changes to support the rapidly developing commercial satellite industry. In November, FCC Chairwoman Jessica Rosenworcel proposed reorganizing the FCC, to create a Space Bureau by splitting the International Bureau, which currently handles international telecommunications and satellite programs and policies.

According to a statement, a stand-alone Space Bureau would elevate the significance of satellite programs and policy, including the role of satellite in domestic communications and U.S. broadband goals.

“This re-imagined bureau will support United States leadership in the emerging space economy, promote long-term technical capacity to address satellite policies, and improve our coordination with other agencies on these issues,” Rosenworcel said.

The commission recently adopted a five-year rule requiring satellite operators to deorbit defunct satellites in Low-Earth Orbit (LEO) after their operational lifetime. Some members of Congress opposed the move, arguing it could create conflicting U.S. guidelines while NASA works on the issue as well.

The Satellite Industry Association applauded the reorganization plan to better address the industry’s licensing and regulatory needs.

This article was originally published by Via Satellite, a sister publication of Avionics International. It has been edited.

The post FCC Seeks Comment on Streamlining the Satellite Licensing Process appeared first on Avionics International.

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Regulators Bless L3Harris Deal for Viasat’s Data Link Line, Moving Up Closure

L3Harris Technologies recently said it has received all U.S. and international regulatory approvals for its pending acquisition of the tactical data link product line from Viasat, with the deal now expected to close by Jan. 3, 2023, months earlier than expected.

When L3Harris announced it would acquire the Link 16 network in October for nearly $2 billion, it said the deal was expected to close in the first half of 2023.

“We are in position to close this acquisition much earlier than expected, which means we can welcome our new employees and begin work even earlier on this important modernization effort,” Christopher Kubasik, chairman and CEO of L3Harris, said in a statement. “The team is excited to deliver advanced tactical data links for this broadly used network, which will give our warfighters distinct advantages in multiple domains.”

Viasat technologies connect Link 16 (Photo: Viasat)

Viasat’s tactical data link product line has about $400 million in annual sales and nearly 450 employees. The products are installed in more than 20,000 U.S. and allied platforms to enable warfighters to securely share voice and data communications across multiple platforms and domains.

L3Harris said in October it will expand the advanced tactical data links to the existing Link 16 network to a larger user base and improve the technology to achieve resiliency for evolving electronic warfare environments and joint all domain command and control requirements.

This article was first published by Avionics International‘s sister publication, Defense Daily.

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U.S. Air Force Kicks Off Launch Control Center Block Upgrades for Minuteman III

The U.S. Air Force 90th Missile Wing at F.E. Warren AFB, Wyo. and Northrop Grumman [NOC] began Launch Control Center Block Upgrades (LCCBU) this month to modernize support equipment for the Boeing [BA] Minuteman III ICBMs, the 90th Missile Wing said.

The effort began at the Kilo-01 missile alert facility (MAF) near Dix, Neb. and is to extend to 14 other launch centers.

Northrop Grumman on Feb. 1, 2021 and March 17 last year won two contracts that could be worth about $38 million for LCCBU. That work is set to finish by July 17, 2023.

A Northrop Grumman field technician secures the new Launch Control Center printer on Dec. 2 at the Kilo-01 Missile Alert Facility near Dix, Nebraska. (U.S. Air Force Photo)

Kamala Parker, Northrop Grumman LCCBU program manager, said in a 90th Missile Wing statement that the Kilo-01 MAF was the company’s “first operational install for this program, and we have gone through a lot of development and production, so being in the deployment stage now is a big deal.”

“Much of the equipment in the LCCs has been operational since Minuteman III came online roughly 50 years ago,” per the 90th Missile Wing.

“The block upgrade program is designed to replace antiquated or obsolete equipment and support the weapon system with newer technology. The LCCBU effort is focused on upgrades to the journal memory loader and printer, as well as replacing the floppy disc drive with a flash data drive. Additionally, the LCCs are getting upgrades to the oxygen regeneration unit, which is responsible for generating breathable air in the event of a strike on the MAF,” the 90th Missile Wing statement continued.

LCCBU is to last until the Air Force retires the Minuteman III fleet by the mid-2030s or earlier.

The Minuteman III upgrades come as the Air Force plans to convert 450 Minuteman III silos to accommodate the Northrop Grumman LGM-35A Sentinel next generation ICBM.

Last month, Pittsburgh’s Gecko Robotics said that the Air Force Nuclear Weapons Center awarded the company an 18-month, $1.5 million Phase 2 Small Business Innovation Research contract to aid the Air Force in the planned Minuteman III-Sentinel silo conversion (Defense Daily, Nov. 29).

“Under the new contract, Gecko Robotics will integrate state-of-the-art concrete evaluation technology into their fleet of crawling robots,” the company said. “The hardware and software components together will provide the capability to rapidly assess concrete and steel liners in ICBM launch facilities. The ability to rapidly assess the current infrastructure of launch facilities is paramount to ensure a smooth transition to the Sentinel program and transition to a modernized sustainment program.”

In June, the Air Force Nuclear Weapons center at Hill AFB, Utah awarded BAE Systems an up to $12 billion contract for ICBM support through 2040 (Defense Daily, June 24).

Under the cost-plus-award-fee contract for the Integration Support Contract (ISC) 2.0, BAE will serve as the lead systems integrator and will complement government personnel in providing ICBM systems engineering, integration, and professional services.

BAE was the incumbent and won the approximately $534 million ISC contract in July 2013.

For ISC 2.0, BAE beat out four other offers, which included one from Integrated ICBM Support Services, LLC—a joint venture formed last year among Amentum, Apex Systems and Leidos [LDOS] (Defense Daily, Feb. 10, 2021).

The ISC 2.0 contract will support the aging Minuteman III ICBM force and the Sentinel, which may become operational in 2029 and remain so until 2075.

Northrop Grumman and Bechtel, which is to build the required LGM-35A infrastructure required for the 450 silos, may use predictive data to keep the Sentinel program on track.

An Air Force competition for the data layer for the 450 Sentinel silos may kick off next September.

In August last year, the Air Force Nuclear Weapons Center said that it had contracted with the Virginia-based Sabel Systems to create a “Teamcenter” hub to consolidate and organize data, enable enterprise-wide workflows, and “visualize” the health of the Minuteman III fleet, as the Air Force begins the transition to Sentinel.

This article was first published by Defense Daily, a sister publication to Avionics International; it has been edited.

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