June 2023 - Aviation, Inflight and Aero Connectivity Consultants

Airbus Coordinates Several European Defence Fund Projects

On June 26, the European Commission announced plans to fund 41 collaborative defense research and development projects with a budget totaling €832 million (about $904 million USD). Airbus is participating in 10 of these projects, funded as part of the European Defence Fund. (Photo: European Commission)

European aircraft manufacturer Airbus will be participating in 10 projects focused on defense research and development that are funded by the European Commission through its European Defence Fund (EDF). These projects focus on several aspects of aviation and defense, and Airbus’ expertise and extensive resources in the field will help fuel innovation in the sector. Of the 10 projects, Airbus will coordinate four of them.

The European Commission first announced plans to fund 41 research and development projects focused on defense on June 26, 2023. The EDF’s collective support for these programs totaled €832 million. The funding is a response to a call for proposals issued last year, and these EDF proposals will help develop high-end defense capability projects in areas like naval, air, cybersecurity, and space.

Through the funding of projects like this, the European Union will maintain security and strong defense systems and resources. As Mike Schoellhorn, CEO of Airbus Defense and Space, explained, “In times where individual nations are protective of their respective national champions, European collaboration is more important than ever to create much-needed scale for defense in Europe. I thank the European Commission for their relentless drive to push cooperation among member states.”

While contributing to 10 projects funded by the European Defence Fund, Airbus will coordinate four of them: the Single European Sky and Interoperability, European Cyber and Information Warfare Toolbox, a Future Air System for European Tactical Transportation, and the space-based Persistent ISR for Defense and Europe Reinforcement.

The Single European Sky is a major attempt to de-fragment European airspace, all while reducing delays, improving safety and flight efficiency, and reducing aviation’s carbon footprint. Europe is a massive aviation market across all sectors, from commercial to private to defense—meaning that the current European Air Traffic Management (ATM) system controls well over 27,000 flights on a daily basis. Despite these impressive volumes, each flight is on average 49 kilometers longer than the direct route, indicating serious inefficiencies in current technology. In fact, the estimated yearly cost of this fragmentation is €4 billion. Therefore, addressing this challenge could result in lower costs for operators and fewer environmental impacts overall.

The next major project that Airbus will coordinate is focused on cybersecurity. The safety of sensitive information stored online is critical to national security. As the European Commission explains, “The continuously and rapidly increasing flow of information in the information environment, facilitated through cyber capabilities, is a well-established fact. We are witnessing an increasing number of malicious actions targeting the information environment.” Facing such challenges, this project will develop technological infrastructure designed to detect threats and deliver countermeasures to keep confidential data safe.

Future Air System for European Tactical Transportation (FASETT) is the third major project Airbus will coordinate. As a part of the EDF’s support for this project, a consortium of developers (including DE Avio, ITP, Aero Engines, Safran, and Rolls Royce Deutschland) led by Airbus’ Defense and Space branch will be granted €30 million to conduct a feasibility study for a brand-new tactical transport aircraft. Planned to last for about 18 months, the study will mainly analyze EU member nations and their needs for new transport aircraft in the 2030s and 2040s. Several of the countries contributing to FASETT—France, Germany, Spain, and Sweden—are also involved in PESCO, a similar project aiming to develop a new military transport aircraft.

The last project Airbus will lead in collaboration with the European Commission is the Space-based Persistent ISR for Defense and Europe Reinforcement (SPIDER). Behind this project is a variety of aerospace companies that span across many of the European Union’s member countries: Aalborg University (Denmark), DATI Group SIA (Latvia), E-GEOS SpA (Italy), Leonardo SpA (Italy), SAFRAN DATA SYSTEMS (France), and many more. The goal of SPIDER is to conduct a feasibility study regarding the development of multi-mission affordable satellite constellations. These would be dedicated to space-based Intelligence/Surveillance/Reconnaissance (ISR) for use by defense agencies. As a result of the study, the consortium behind the project plans to have both a preliminary system design and cost analysis completed.

The European Commission has funded these projects in an attempt to maintain national security for member states while modernizing the infrastructure defense agencies currently use to protect civilians. Given Airbus’ extensive knowledge and resources in the defense sector, it can coordinate vast amounts of research and development alongside other consortium members to help accomplish the European Commission’s goals.

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NASA’s X-57 Project Completes Important Research for Electric Flight

NASA will conclude operational activities associated with the X-57 Maxwell all-electric aircraft project by Sept. 30. (Photo: NASA / Carla Thomas)

NASA’s X-57 Maxwell experimental all-electric aircraft will conclude aircraft operation in September of this year. Though the X-57 never took flight due to unforeseen complications involving the propulsion system, the program has conducted research that could help other aircraft developers adopt and understand better methods for the design and production of electric aircraft.

The baseline airframe used to develop the X-57 was an Italian-built Tecnam P2006T. The light, twin-engine aircraft seats four people and can travel at a cruising speed of 145 knots. It has a maximum range of 650 nautical miles and a useful payload of 906 pounds. NASA made many modifications to this airframe, testing electric and more sustainable technologies that could be applied to the design of new aircraft and the retrofitting of existing types.

While the majority of development of the X-57 will be completed by September 2023, the program’s team will officially complete its work several months after that. The steps following development will focus on compiling the knowledge gained from the program to share with other developers in the interest of furthering the widespread adoption of electric aircraft. The resultant technical publications will highlight technology gaps NASA encountered and how they were overcome, knowledge that will support the development of similar technologies from other organizations, NASA said.

The all-electric X-57 (Photo: NASA / Lauren Hughes)

“NASA’s goal is to drive innovation through groundbreaking research and technology development,” said Brad Flick, director of NASA’s Armstrong Flight Research Center. “The X-57 project team has done just that by providing foundational information to industry through lessons learned, and we’re seeing the benefits borne out by American commercial aviation companies that are aiming to change the way we fly.”

Though valuable information and knowledge were gained through the X-57 program, the aircraft never actually took flight. Its first flight was originally planned for 2020. Several unforeseen circumstances made it impossible to get the plane airworthy within the program’s timeline. Late into the aircraft’s life cycle, mechanical issues were discovered. This, combined with a lack of components that were critical to developing experimental hardware, meant that X-57 would not be able to fly as a part of the program.

But NASA’s main focus through the X-57 program was design technology rather than flight testing. Mainly, NASA sought to learn more about the electric-propulsion-focused design as well as the airworthiness certification process regulatory bodies like the Federal Aviation Administration would throw at them. Flick said that despite never leaving the ground, X-57 has blazed trails for future electric aircraft development.

“They did things that had never been done before, and that’s never easy. While we prepare to finish this project later this year, I see a long list of achievements to celebrate and an industry that’s better today because of their work,” Flick explained.

Among the program’s major successes was fixing a flaw inherent to the lithium-ion batteries that likely will power the first generation of electric aircraft. The batteries warm up while discharging energy, which if left unchecked could result in overheating. NASA used a collaboration with Utah-based Electric Power Systems to find a new battery design that would not overheat and remain within acceptable temperature limits while powering an aircraft.

In addition to developing a new battery design, the X-57 program also led to the creation of cruise motor controllers, which convert energy from the aircraft’s lithium-ion batteries to power electric motors that then drive the propellers. These converters use carbon transistors, allowing them to deliver 98% efficiency. This means they are significantly less susceptible to overheating because they can be cooled by air flowing through the motor. These cruise-control motors have also successfully gone through thermal testing.

Despite the program’s many successes, there were some unplanned obstacles the program team had to overcome when testing electric-propulsion technology on the X-57. For example, it was discovered that electromagnetic interference affected various onboard systems during the integration phase. The team successfully addressed this problem after thorough research by developing filters to eliminate the interference. This, along with the rest of the program’s insights, was added to the technical papers that will be shared with the rest of the industry.

Though met with several roadblocks and unforeseen challenges, the X-57 Maxwell program has performed critical research to help support the development of electric aircraft. NASA and other industry developers and stakeholders should be able to use this research to design aircraft and technologies that make air transport greener and more sustainable.

Joby’s First Production Prototype Receives Special Airworthiness Certificate

The FAA has issued a Special Airworthiness Certificate for the first aircraft that Joby has built at its production line in Marina, California. (Photos: Joby Aviation)

Joby Aviation has achieved a significant breakthrough, the company shared this week. On Wednesday, Joby announced that its first aircraft, manufactured at its Pilot Production Line in Marina, California, has been granted a Special Airworthiness Certificate by the Federal Aviation Administration. This notable achievement propels Joby into the next phase of flight testing for its groundbreaking production prototype.

Toyota, a strategic partner and investor, worked closely with Joby on the production line and the process of building the aircraft. Toyota has invested roughly $400 million in Joby and is the largest external shareholder. Toyota Motor North America’s President and CEO Tetsuo “Ted” Ogawa will soon join Joby’s Board of Directors.

The issuance of the Special Airworthiness Certificate represents a momentous occasion for Joby Aviation. It positions the company to realize its vision of introducing the world’s first-ever electric vertical take-off and landing (eVTOL) aircraft to customers. Scheduled for delivery to Edwards Air Force Base in 2024, the aircraft will be operated by Joby as part of its Agility Prime contract with the U.S. Air Force. The Agility Prime contract was extended for a third time in April, and it now carries a value of up to $131 million.

Joby’s subscale demonstrator was completed in 2014, and the team has conducted flights with the full-scale demonstrator since 2017. Since 2019, their pre-production prototype aircraft have traversed more than 30,000 miles, gathering invaluable data and experience. The production prototype is a testament to the company’s commitment to enhancing safety and reliability while advancing toward FAA certification and scaling up production.

Joby announced in February of this year that the team had completed the second of five stages in the type certification process. The first stage is defining the Certification Basis. The second stage involves identifying the methods of demonstrating the Means of Compliance.

Joby’s production prototype has been manufactured in adherence to a released design. The aircraft was constructed based on a comprehensive implementation of a quality management system. These milestones are crucial in Joby’s journey towards obtaining the FAA’s type certification.

Joby’s plans include launching commercial passenger operations by 2025. The company recently joined forces with Delta Air Lines in a collaboration to offer travelers emissions-free journeys to and from airports.

Before being transferred to Edwards Air Force Base, the production prototype will undergo initial flight testing. At Edwards Air Force Base, the aircraft will play a pivotal role in demonstrating a diverse range of potential logistics use cases, highlighting the versatility and adaptability of Joby’s technology.

JoeBen Bevirt, the company’s founder and CEO, remarked on the team’s progress, saying that this milestone is the result of significant investment into their technology and processes. “It marks a major step on our journey to scaled production,” he stated.

California Governor Gavin Newsom visited Joby’s facilities in Marina, California, and met with some of the team members. “California is proud to be home to some of the world’s most innovative companies,” he commented. “Joby is changing the game when it comes to the next frontier of flight: zero emission aviation. Our world-leading climate action relies on the technological advances and pioneering spirit of the private sector.”

A Closer Look at H2FLY’s Next-Gen Fuel Cell System, H175

“Our H175 is the first fuel cell system that is purpose-built for aviation and will be a seminal cornerstone to bringing this technology to the required readiness level for the market.” – Josef Kallo, CEO and co-founder of H2FLY (Photo: H2FLY)

H2FLY, a developer of aircraft hydrogen-electric powertrain systems, recently unveiled the latest iteration of its exclusive fuel cell technology, the H175. This modular power unit is specifically designed for application in commercial aircraft, boasting exceptional performance capabilities.

The H175 program will deliver a range of fuel cell systems that can be expanded to power hydrogen-electric aircraft in the megawatt-class category. The technology is suitable for aircraft with up to 80 seats. H2FLY manages the comprehensive development, integration, and testing of the hardware and software for the fuel cell systems.

While operating at flight altitudes of up to 27,000 feet, the H175 systems can provide their full power range. This represents a significant milestone on the journey from initial flight demonstrations at lower altitudes to real-world implementation in commercial aircraft.

H2FLY plans to conduct flight demonstrations of the first-generation H175 system later in 2023. The company also intends to integrate H175 fuel cell systems into a Dornier 328 demonstrator aircraft as part of the German government’s 328 H2-FC project. The project, funded by the German Ministry for Economic Affairs and Climate Action (BMWK), is a collaborative effort aiming to develop and test a megawatt-range hydrogen-electric fuel cell system.

Josef Kallo, CEO and co-founder of H2FLY, shared in a statement to Avionics International that the H175 power modules can be combined in parallel or in series. “This allows us to scale up the total output power and achieve outputs of over a megawatt,” he explained.

Some of the specific advantages of the next-generation H175 system include optimized packaging and a proprietary control system from H2FLY. The control system allows for the use of the fuel cell stacks at high power while maintaining durability.

“We use the latest generation of components and fuel cell stacks,” Kallo said. “We get maximum power output at aviation operating conditions, which enables us to fly at altitudes of up to 27,000 feet (Flight Level 270) and therefore paves the way to commercialization.”

When asked about the challenges involved in using liquid hydrogen with fuel cells, he pointed to the process of refueling. “The lack of permanent and purpose-built infrastructure at airports means that we have to rely on individual and temporary solutions, which often cost a lot more. We hope for a standardized solution for hydrogen infrastructure at airports,” he remarked.

In addition to the team’s plans to demonstrate the H175 system in flight tests later this year, they are also anticipating a demonstration of a complete liquid hydrogen fuel cell powertrain in flight with the HY4 aircraft in the summer.

“We solved the challenge of conditioning liquid hydrogen, leading to the very efficient use of hydrogen in the fuel cell,” added Kallo. “We look forward to demonstrating the full functionality of the liquid hydrogen fuel cell powertrain during flight this summer.”

He commented that, from his perspective, truly sustainable air travel requires fuel cell powertrains. “Using fuel cell systems in aircraft only emits water vapor,” he explained. “Other solutions to decarbonize aviation, e.g., sustainable aviation fuels (SAF), still emit greenhouse gases. Furthermore, the production of SAF [is] highly inefficient as a result of energy usage during the production process.”

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OPINION: MRO Software to Support Large Airlines

Large airlines turn to technology to keep planes in the air and passengers on the move; the sky’s the limit for MRO software, according to Rob Mather, Vice President of Aerospace and Defense Industries at IFS.

It’s estimated that over 90,000 flights, from 1,200 airlines, fly between more than 4,000 airports around the world every day. The logistical management of this airborne metropolis coupled with essential maintenance issues, presents a myriad of complexities—especially for large airlines that operate a wide range of aircraft across a huge number of domestic and international routes. It’s the MRO software that will come into its own to support larger airline operators. In this article, Rob Mather, Vice President, Aerospace and Defense Industries, IFS, describes how maintenance software is key to addressing industry challenges for large airlines in order to futureproof airline growth and keep operations running smoothly in the current marketplace—and into the future.

Of course, flying 100 million passengers every year across 50 countries and 500 routes via a fleet of 300+ aircraft is no easy feat for a single airline. Not only a logistical headache, but a task that requires continual maintenance of aircraft for the largest airlines in the world, without impacting or disrupting passenger travel. Passenger numbers are only on the rise—research from IATA indicates the airline industry has made a strong bounce-back as global passenger numbers skyrocketed in 2022, compared to figures from the year before.

MRO providers saw a steep drop in global demand for MRO services in 2020 because of the COVID-19 pandemic, and commercial MROs were particularly affected.

As more flights return to the skies, complexity also increases, and fleet maintenance will come under major scrutiny to keep aircraft airworthy.

The choice of MRO software is more critical than ever. The larger the number of aircraft, the more strain is placed on MRO IT systems in terms of capability, functionality, and performance—and frequently, these bigger airline operators run more complicated IT landscapes. As recovery ramps up, these large airlines will have to address five key MRO system challenges.

Maintain cybersecurity: The larger the airline, the bigger the threat

It’s no secret that the aviation industry benefits greatly from technology and digitization—with digital adoption only set to increase further in the next few years, growth of the airline industry is expected to soar. But with this growth, comes a complex environment which includes challenges in managing cyber vulnerabilities—the bigger you are, the more of a target you become. In addition to the best practice cybersecurity requirements for IT systems in general, MRO platforms must focus on edge protection to prevent mobile device data breaches, cloud intrusions, and insider attacks. Security must be built in from the ground up, not tacked on as an afterthought.

To identify vulnerabilities and mitigate threats, frequent vulnerability scanning is a necessity and can help business systems and environments adapt where needed. As with any strong security program, these activities never exist in a vacuum—extensive penetration testing of IT systems and networks is required.

But testing alone isn’t enough. Airline operators need seamless agility and resilience to stand a chance in the cybersecurity battle. The MRO software provider must constantly adopt a clear security posture to address the most critical issues upon discovery. While not forgetting to address less severe vulnerabilities with frequent updates—or design out vulnerabilities to begin with.

Deep functionality required to support large airline operations

With small or medium fleets of aircraft, many maintenance system limitations can be overcome with manual processes. But a manual approach simply does not scale when dealing with hundreds of aircraft and thousands of maintenance personnel.

For example, the combination of more detailed modeling of engineering data with a much higher degree of automation in maintenance systems brings huge benefits. This in-depth functionality will allow engineering, planning, and maintenance to work together in the most efficient way possible and improve key areas of the business such as configuration management.

And these efficiencies are even more significant when you consider the vast difference in scale experienced by larger airlines. A process improvement saving technicians time represents a specific value when applied to a few dozen or even a hundred technicians. However, when you expand that small incremental value to thousands of technicians, the sheer scale of the potential value grows commensurately and makes a huge positive impact on airline operations.

Similarly, siloed operations can be managed in a smaller airline where data can be shared externally to the system with relative ease through informal communication. But, as an organization scales, not having fully integrated processes becomes more challenging. To remain competitive, the largest airlines need all their teams working with the same data across all their processes in lockstep.

Efficiently handle more than one operating certificate

It’s not uncommon for larger airlines to have been the result of mergers or to be a part of an airline group, so an MRO IT system capable of managing multiple air operating certificates (AOCs) is imperative. Currently, many MRO IT systems are developed to support maintenance operations on a single AOC. This means setting up a new instance for each operating certificate and/or different maintenance program against the same fleet—but doing so only limits the potential economies of scale where multiple maintenance programs share commonalities or where central teams manage activities across multiple AOCs.

Setting up a separate software instance for each AOC is time-consuming and costly from a hardware and software licensing perspective, and extremely inefficient for the maintenance organization. While each AOC may operate somewhat differently, there can be multiple commonalities shared between AOCs, particularly with maintenance processes such as planning, operations, and material fulfillment.

The top MRO solutions handle multiple maintenance programs and operating certificates in a single instance of the system, thereby surfacing all relevant data to support operations. The aircraft can be switched back and forth between the operators, and when they do, the maintenance program they are maintained under is changed accordingly.

Guaranteed system performance to manage large numbers of aircraft and personnel

When an airline moves to real-time paperless maintenance, MRO IT system availability becomes mission-critical. It becomes about completing operations in the timeliest fashion, without compromising on performance. Aviation maintenance IT systems designed for smaller fleet sizes can fall victim to degradation when employed for larger fleets of 300+ aircraft. If the situation escalates, MRO operations can stagnate, resulting in aircraft on ground (AOG) events, gate congestion, and delayed or canceled flights. In general, most MRO IT systems show signs of significant performance degradation when fleets reach roughly 300 aircraft.

With scalability in mind, industry-leading large fleet MRO solutions are built with little to no performance degradation. It’s critical that any MRO solution be tested at scale to verify it achieves its stated performance benchmarks—in particular, if an MRO system’s tests show the solution exceeds performance benchmarks for the largest airline scope. This can be achieved by ensuring testing pushes the limits of scale, for example with 1,100 tails, 4,000 concurrent users, and five years of real-time historical data access evaluated—it ensures an MRO IT system can handle the extreme workloads of any top airline.

Support flexible operations – APIs hold the key to support business growth

More often than not, small or medium airlines seek an MRO solution that is a single tool, capable of managing everything across the maintenance organization. However, when operating a much more complex operation, larger airlines must do more than the bare minimum, with mixtures of legacy systems, home-grown solutions, and point solutions, the system landscape becomes extremely complex—and well-defined business APIs and open architecture will be key to allow airlines to create new applications, easily connect existing ones, or integrate new technology to gain every possible advantage. With a platform based on modularity, airline organizations can combine exactly the configuration of capabilities needed and connect all the pieces seamlessly. This means that any change or any essential information that enters the system, or a connected system, propagates everywhere it’s needed.

Investment is at the forefront. Larger airlines just need to realize the benefits.

Investment in modern aviation maintenance software is vital for a large carrier to grow and thrive in the current marketplace. The best maintenance solutions will enable airlines to guarantee high system performance, scale MRO to meet passenger demand, capitalize on new embedded technologies to improve automation and optimization, and maintain security standards. Not only will MRO IT systems save airlines time and reduce costs, but they will maximize aircraft uptime and lead to improved passenger satisfaction across the board.

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Eve Paves the Way for Sustainable UAM

Eve Air Mobility is committed to innovation, environmental sustainability, and progress in the UAM industry, as seen by its recent strategic partnerships and agreements with Voar Aviation, Widerøe Zero, NAC, and Blade Air Mobility. (Photos: Eve)

Eve Air Mobility, a leading company in the field of urban air mobility—or UAM—has been making significant strides in advancing the UAM ecosystem. With an advanced electric vertical take-off and landing (eVTOL) project, a comprehensive global services network, and a unique air traffic management solution, Eve is revolutionizing air travel. Recent announcements have showcased the company’s commitment to sustainable aviation, strategic partnerships, and the expansion of its eVTOL fleet. Let’s delve into the key highlights from Eve’s latest updates.

Eve Air Mobility and Voar Aviation, a general aviation service company, recently signed a Letter of Intent (LOI) to explore the purchase of 70 eVTOL aircraft for deployment in multiple locations across Brazil. This potential partnership aims to leverage Eve’s UAM service and operation solutions, with Voar providing its extensive aviation infrastructure and knowledge. The collaboration emphasizes both companies’ dedication to providing innovative and accessible transportation solutions throughout Brazil, including major metropolitan areas and popular tourist destinations.

Last week, Eve extended its partnership with Widerøe Zero, an initiative focused on sustainable aviation, to address the environmental impact of air travel. The agreement involves the purchase of up to 50 eVTOLs, along with comprehensive services and the implementation of Eve’s Urban Air Traffic Management (Urban ATM) software solution. This collaboration seeks to optimize the efficiency and safety of Widerøe Zero’s UAM flight operations, promoting a greener future for air travel. Additionally, the partnership includes collaboration on the Air Mobility Labs project in Norway, enabling the development of tailored air mobility concepts and solutions.

Andre Stein, co-CEO of Eve, commented, “This new partnership builds upon a previous MoU (Memorandum of Understanding) signed between Eve and Widerøe Zero in 2021 at the UN Climate Conference (COP26), which aimed to develop eVTOL operations in Scandinavia.”

Andreas Aks, CEO at Widerøe Zero AS, also remarked that their team looks forward to a closer collaboration with Eve to optimize the customer journey, define the future Concept of Operations (ConOps), and launch services in 2027.

Eve signed an LOI with Nordic Aviation Capital (NAC), a global leader in regional aircraft leasing, to promote eVTOL aircraft through optimized leasing strategies. This collaboration allows Eve to leverage NAC’s global presence and asset management expertise, while NAC acquires 15 firm plus 15 optional eVTOLs for leasing to fleet operators. The partnership supports the development and scaling of innovative transportation operations, diversifies portfolios, and contributes to environmental conservation through the adoption of electric aircraft and sustainable aviation technologies.

Eve and Blade Air Mobility extended their partnership through an MoU to transform air transportation in Europe, starting with France. Blade’s integration of Eve’s eVTOLs into its European route network strengthens the foundation for Advanced Air Mobility (AAM) operations. Blade’s focus on identifying future routes in France and other European countries underscores their commitment to modernizing the industry and building sustainable infrastructure for electric aviation.

“Our shared vision for a safer, quieter and more sustainable future in air travel is the driving force behind this collaboration,” remarked Blade’s CEO, Rob Wiesenthal. “The introduction of Eve’s aircraft into our European network will mark a significant step towards realizing this goal.”

Eve Air Mobility’s recent announcements highlight the company’s dedication to advancing urban air mobility and creating a sustainable future for air travel. Strategic partnerships with Voar Aviation, Widerøe Zero, NAC, and Blade Air Mobility demonstrate Eve’s commitment to innovation, environmental sustainability, and progress in the UAM industry. As Eve continues to expand its fleet and partnerships, the vision of accessible, eco-friendly urban air travel moves closer to reality.

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Volocopter and Safran to Collaborate on Next-Gen Electric Powertrain

Catch up on the latest updates from Volocopter, including an agreement with Safran Electrical & Power, a recent series of flight tests conducted in Saudi Arabia, and plans for vertiport construction in Paris. (Photos: Volocopter)

Volocopter signed an agreement with Safran Electrical & Power last week that includes plans for developing a next-generation electric powertrain. The powertrain will be designed specifically for electric vertical take-off and landing (eVTOL) aircraft like those under development by Volocopter.

“The agreement covers the exploration of commercial and engineering partnerships, specifically around the entire electric powertrain ranging from the electrical propulsion system (EPS), battery units, and power distribution system to wider engineering services,” according to the announcement.

Pictured above: Olivier Andriès, CEO of Safran (right), and Dirk Hoke, CEO of Volocopter (left)

Dirk Hoke, Volocopter’s CEO, commented on the potential collaboration with Safran. “Optimizing battery density and improving EPS effectiveness is the biggest performance lever for lightweight aircraft like eVTOLs,” Hoke stated.

Last week, Volocopter also announced that it had performed the first-ever eVTOL flight test campaign in Saudi Arabia through collaboration with NEOM and the General Authority of Civil Aviation (GACA). The flight tests served to evaluate Volocopter’s aircraft in terms of its flight performance in the local climate and in different environmental conditions.

Volocopter’s eVTOL aircraft performs a test flight at the NEOM experience center.

The enterprise NEOM is developing what it calls a “smart city” in Saudi Arabia. NEOM and Volocopter founded a joint venture company in late 2021 to design and operate a public vertical mobility system for public transit in the future NEOM city. The plan is to incorporate eVTOL aircraft to connect the core urban development, “THE LINE.” NEOM placed an order for 10 VoloCity eVTOL aircraft and 5 of Volocopter’s cargo drones—VoloDrones.

In yet another announcement from Volocopter last week, the company confirmed along with Groupe ADP that eVTOL services will be available to the public by the 2024 Paris Olympics.

Groupe ADP has signed a Memorandum of Understanding with AutoFlight to conduct piloted eVTOL flights during the 2024 Olympics. Groupe ADP is also a partner of Ascendance Flight Technologies, which is developing a hybrid propulsion VTOL aircraft.

Volocopter and Groupe ADP plan to start construction of five vertiports in the Paris region this summer to enable commercial launch by the summer of 2024. eVTOL operations will begin with two tourist round trip flights from Paris Heliport and Paris Le Bourget, in addition to three connection routes: between Paris-Charles de Gaulle airport and Paris-Le Bourget airport; from the vertiport of Austerlitz barge to the Paris Heliport; and between the Paris Heliport and the Airfield of Saint-Cyr-l’École (Versailles). Opportunities to book a flight with Volocopter for next summer will be unveiled by the end of 2023, the company says.

Damien Cazé, Director General of Civil Aviation (left); Dirk Hoke, CEO of Volocopter; Valérie Précresse, Présidente de la Region Ilê-de-France; and Edward Awkwright, Groupe ADP Deputy CEO (right), are pictured in front of the VoloCity aircraft at the Paris Air Show 2023.

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House Appropriators Propose Funding Reinstatement of $150M for AETP

The House Appropriations Committee’s version of the fiscal 2024 defense funding bill turns back the U.S. Air Force’s proposal to cancel the Advanced Engine Transition Program. (U.S. Air Force photo by Airman 1st Class Olivia Gibson)

The House Appropriations Committee’s version of the fiscal 2024 defense funding bill turns back the U.S. Air Force’s proposal to cancel the Advanced Engine Transition Program (AETP) and provides $150 million for AETP, while also funding the Raytheon Technologies‘ [RTX] Pratt & Whitney F135 Engine Core Upgrade (ECU) for the Lockheed Martin [LMT] F-35 fighter at nearly $255 million.

The committee recommends moving forward on F135 ECU to accommodate the Block 4 weapons and sensor upgrades for the F-35 while also retaining AETP as an option for future F-35 blocks should the F135 ECU not meet military forces’ needs.

“The committee recognizes that the independent cost assessment completed by the Director of Cost Assessment and Program Evaluation found that fielding adaptive cycle engine technology on only the F–35A would drive unsustainable costs in future years for the Air Force,” according to the report on the bill. “The committee concurs with this finding and understands the Air Force has fully budgeted for ECU activities in fiscal year 2024 and the future years defense program. The committee fully funds the request for F135 ECU to improve the F–35 engine program.”

“Further, the committee finds the business case analysis completed by the [F-35] Joint Program Office and other analyses provided to the committee to be incomplete in assessing whether the F135 engine will meet the expected thrust and thermal management capacity requirements,” the report said. “While the committee assesses that the F135 engine may meet future needs with the planned upgrades, it also finds that continued investment in engine testing for fighter aircraft is justified.”

The F-35 program has said that it considered the F135 ECU and the General Electric [GE] XA100 AETP engine and the Pratt & Whitney XA101 adaptive cycle engine offerings in a business case analysis that informed the Air Force’s decision to cancel AETP and move forward with the F135 ECU.

The committee said that it recommends $150 million for AETP in fiscal 2024 in order to “mitigate risk for both adaptive cycle and future engine development programs.”

In addition to the $150 million to reinstate AETP, the committee provides the Air Force-requested $595 million for the Next Generation Adaptive Propulsion program for the Next Generation Air Dominance (NGAD) fighter.

NGAD received the Air Force-requested $2.3 billion for fiscal 2024 in the House Appropriations Committee’s markup.

“The testing objectives for AETP shall align with funding provided in prior fiscal years and shall dually inform the enabling design for Next Generation Air Dominance capabilities,” the committee report said. “The committee emphasizes that this increase is not intended to incentivize the Air Force, or any other service, to create an alternative engine program for the F–35. Therefore, the act includes a general provision that prohibits the use of funds to integrate an alternative engine on any F–35 aircraft.”

The committee recommends $5.1 billion in procurement for 51 F-35As in fiscal 2024—$255 million and three aircraft above the Air Force request.

The Air Force fiscal 2024 budget includes $794 million for sensor upgrades to the Lockheed Martin F-22A fighter, but House appropriators cut that request to about $360 million—a reduction of nearly $435 million.

This article was originally published by Defense Daily, a sister publication of Avionics International. It has been edited. Read the original version here >>

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Airbus Selects ScioTeq Advanced Avionics Displays for A330 MRTT

Airbus has chosen ScioTeq to provide advanced avionics displays for the latest generation of Airbus A330 Multi-Role Tanker Transport (MRTT) aircraft. Pictured above are the PU-5200 avionics display computer and RDU-3068 display. (Photo: ScioTeq)

Advanced avionics displays from ScioTeq, one of the aviation industry’s leading suppliers of mission-critical avionics, have been chosen by Airbus Defense and Space to be installed on the latest generation Airbus A330 Multi-Role Tanker Transport (MRTT) aircraft. This selection will bring improved and modernized technology to the flight deck of the A330 MRTT and will assist flight crews in some of the aircraft’s more complex missions.

The addition of these new displays will equip the A330 MRTT with several pieces of new technology. The cutting-edge PU-5200 Display computer, RDU-3068 Display, and MOSArt Open Platform Software will all be integrated into the aircraft’s flight deck, replacing ScioTeq’s older generation of aircraft displays and computers.

Based on the wildly successful Airbus A330-200 airframe, the A330 MRTT is used by the military branches of governments across the world. It is known for being able to complete several missions at once—deployment, transport, and air-to-air refueling—the latter of which is the most challenging and complex of the aircraft’s missions but something that the new PU-5200 and RDU-3068 will better support.

These next-generation display computers are modernized and installed with the latest technology, enhancing the experience for operators. They utilize the latest generation of ARM-core processors, providing operators with powerful computing and rendering capabilities during challenging missions. These computers are also designed to meet the requirements of today’s military operations, including things like high reliability, resistance to shock and vibrations, and minimal power consumption. Furthermore, the system’s video displays support mission-critical tasks by providing accurate and clear visual information, and are even compatible with 3D glasses that are used by refueling boom operators. The A330 MRTT will also utilize ScioTeq’s DAL-A certified MOSArt platform software, which is designed to help ease the porting of applications by Avionics System Integrators for operators.

Airbus’ selection of ScioTeq’s technology will allow it better serve A330 MRTT customers. As Gonzalo Monte, Head of Mission Systems, Training and Simulation Procurement for Airbus Defense and Space, explained, “We are delighted to partner with ScioTeq for this project. Their commitment to excellence and track record of delivering high-quality products aligns perfectly with our vision and goals. This collaboration represents a significant step towards enhancing our mission suites and delivering exceptional value to our customers.”

Both Airbus and ScioTeq believe that this new collaboration will help modernize the Airbus A330 MRTT and enhance the operating experience for both customers and their flight crews alike. The completion of mission-critical tasks will now be better supported by ScioTeq’s updated technology in the flight deck.

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OPINION: Exploring the Feasibility of Single-Pilot Flight Decks

This article explores the feasibility of single-pilot flight decks and whether avionics are the solution. It is contributed by Vance Hilderman, aviation expert, author, and CEO of AFuzion. (Photo: Joshua Roberts/Bloomberg)

Airlines may be taking to the skies, but their profit margins haven’t. Many have failed to recoup their pandemic losses, while simultaneously struggling to cope with higher fuel prices. So predictably, airlines are now exploring another round of cost-cutting measures. They’ve slashed away perks, reduced seat size, and taken away meals. But their latest focus? Reducing the number of pilots.

How did we get to this point? In the beginning days of commercial aviation, flights were manned by five crew members in the cockpit. However, for quite a while now the norm has been two: the captain and the first officer, more commonly referred to as the co-pilot. Airlines are now rapidly looking to eliminate the latter in a push for single-pilot operations (SPO). In fact, leading aircraft manufacturers including Airbus are actively pursuing artificial intelligence-based options to promote single-pilot and even “no-pilot” (e.g. an incapacitated single pilot); this means the onboard avionics systems take over all operations including communicating to air traffic control through a safe autonomous landing.

Airlines argue that, with the assistance of advanced AI technologies, one pilot is completely adequate; pilot unions, meanwhile, have vehemently disagreed. Either way, the argument for single-pilot flight decks hinges entirely on avionics: the technology on an aircraft that can be automated and take on the job of a co-pilot.

However, regulators are hesitant to approve the SPO concept, and, just recently, European policymakers ruled out the possibility of single-pilot flights in the near future. But as we know, Europe tends to be a much tighter regulatory environment in general. There is still the possibility that SPO might take off in the U.S., or in Asia’s fastest-growing sector of aviation, as both avionics and AI advance.

SPO challenges

The main idea behind two pilots is the principle of redundancy. If one person were to become incapacitated, say in a medical emergency, there is a backup. That’s what happened on a Southwest Airways flight from Las Vegas to Columbus when the pilot suddenly became ill, and the plane was then operated by the other pilot on board.

There is no regulating your way out of a heart attack—perhaps authorities could mandate more intensive and regular medical screenings for pilots—but there is not much that can be done for unpredictable health emergencies. What if it had been an SPO who had fallen ill? Although planes may be capable of cruising autonomously, they’re not yet able to land themselves.

The need for redundancy is not limited to just potential pilot incapacitation. Some stressful and challenging situations simply require multiple heads, and real co-pilots are often necessary to aid in potential emergencies. Consider how Capt. Chesley “Sully” Sullenberger—who performed an emergency landing on the Hudson River—has loudly protested against the single pilot push, arguing the so-called “Miracle on the Hudson” would’ve been the “Disaster on the Hudson” without two experienced pilots on board.

While AI can do what it’s programmed to do, it can’t contend with anything it hasn’t been specifically trained for. Moreover, it can’t weigh moral decisions: hit the cat or the child, as the old adage goes. Do or don’t turn on malfunctioning windshield wipers in the rain that may exacerbate an electronic failure. This lack of decision-making capabilities hinders AI’s potential as a co-pilot. You can automate tasks, but certain situations still need human oversight, and arguably an ethical code.

Necessary advancements in avionics

Airlines are currently experimenting with extended minimum crew operations (eMCO), which allows one pilot to exit the flight deck—on break—and leave the aircraft operated by the remaining pilot. This allows pilots to temporarily leave their station to attend to their physiological needs during an eMCO segment of the flight, while ensuring an acceptable level of safety and security.

But that differs from a single pilot operating the plane the whole way. We need to see the advancement of aircraft that are capable of being fully autonomous before we can see SPO implemented. At minimum, we need advances in aviation cruising that make it possible to leave the flight deck unattended for a short period of time.

While fully autonomous aircraft are already taking flight, especially electric vehicle take-off and landing (eVTOL) aircraft, they’re primarily for short distances and restricted to transporting fewer than five or six passengers. Long-haul autonomous commercial jets are at least two decades away, because autonomous flight systems are simply not yet on par with the flying capabilities of real pilots, especially with challenging large-scale aircraft.

Regulating our way out?

Before SPO can be even remotely feasible, there are various additional components that will require regulation, such as flight management systems (FMS). With FMS technology, pilots can automate flight planning and navigation tasks, calculate optimal routes, monitor fuel consumption, and manage the aircraft’s trajectory. Fortunately, new regulations such as the new SAE ARP4754B will greatly enable safe advance modeling of these critical avionics systems within future aircraft.

The FAA already has guidelines in place for the airworthiness approval of FMS, but they are merely guidelines, not regulations, and therefore not legally binding. However, if we are to see a shift to SPO, these guidelines will need to become mandates. FMS technology would need to be under significant regulatory scrutiny and subject to frequent tests to ensure such a system could safely and reliably navigate aircraft without human input.

Regulations have thus far not caught up with the stringency required to safely implement SPO, but airlines are evidently lobbying lawmakers in that direction. If the FAA were to get on board with developing regulations to govern SPO safely, it could become a real possibility. But avionics innovators and policymakers all need to contribute to the effort.

Vance Hilderman, aviation expert, author, and CEO of AFuzion

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Monthly Archives: June 2023

SPO challenges

Necessary advancements in avionics

Regulating our way out?