September 2023 - Aviation, Inflight and Aero Connectivity Consultants

Army Selects Textron, Griffon Aerospace To Continue On Future Tactical UAS Competition

Textron Systems’ Aerosonde Mk. 4.8 Hybrid Quad UAS. Photo: Army’s PEO Aviation

The Army has chosen Textron Systems [TXT] and Griffon Aerospace to move forward in the Future Tactical UAS (FTUAS) Inc. 2 program to find a Shadow drone replacement, the service announced on Tuesday.

Northrop Grumman [NOC] and Sierra Nevada Corporation, who were also participating in the FTUAS Inc. 2 effort, were not selected for the second option period of the prototyping program.

The Army in February announced the five firms were selected for the prototyping effort to inform FTUAS, with each working under agreements potentially ranging from $1 million to $25 million based on how far each vendor “progresses through the base and option periods” (Defense Daily, Feb. 28).

The first agreement option period for FTUAS Inc. 2 culminated in a preliminary design review and involved evaluating the firms’ designs against requirements of performance, Modular Open Systems Approach (MOSA), cost, schedule, risk, and key Program Executive Office, Aviation and Army priorities,” the service said.

Griffon Aerospace and Textron’s work on the second period of FTUAS Inc. 2 will lead up to a critical design review (CDR), according to the Army, “which will establish the final system design and initial product baseline.”

“Following the CDR, the remaining [vendors] will participate in flight demonstrations and MOSA third-party verification in the third agreement option period before delivering production representative weapon systems and support equipment for developmental testing and operational demonstrations with soldier touch points in a subsequent agreement option period,” the Army said. These systems will undergo numerous evaluation activities such as environmental testing, electromagnetic environmental effects testing, transportability testing, MOSA verification, flight testing, and Technical Manual verification conducted at [industry] and government facilities.”

Textron is offering its Aerosonde Mk. 4.8 Hybrid Quad UAS and Griffon Aerospace is offering its Valiant drone platform for the FTUAS program.

The Army has said FTUAS aims to replace the legacy Shadow drone, also built by Textron, with a “vertical takeoff and landing (VTOL), runway-independent, reduced acoustic signature aircraft that can be transported organically while providing commanders with ‘on the move’ reconnaissance, surveillance, and target acquisition capabilities.

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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Joby Aviation Delivers First eVTOL Aircraft for U.S. Air Force’s 412th Test Wing

U.S. Air Force Maj. Mike Corson (left), 418th Flight Test Squadron pilot, and Capt. Terrence McKenna, AFWERX Agility Prime test and experimentation lead, perform a pre-flight check on a Joby S4 aircraft this spring. The Joby S4 is a five-seat electric vertical take-off and landing (eVTOL) aircraft. (Courtesy Photo on Edwards AFB Web Page)

California-based Joby Aviation, Inc. [JOBY] said on Sept. 25 that it has delivered its first electric vertical take-off and landing (eVTOL) aircraft for the U.S. Air Force to Edwards AFB, Calif.’s 412th Test Wing “approximately six months ahead of the expected 2024 delivery date.”

“On-base operations with Joby aircraft will be used to demonstrate a range of logistics missions, including cargo and passenger transportation, and will be operated by both Joby and U.S. Air Force personnel,” the company said. “In partnership with the U.S. Air Force, NASA will also use the aircraft for research focused on how these aircraft could fit into the national airspace, benefiting the entire [commercial] air taxi industry.”

The eVTOL is to have a range of up to 100 miles, “plus energy reserves,” a top speed of 200 miles per hour, and an ability to carry a pilot and four passengers, according to Joby.

Last week, Joby announced plans to build a 140-acre plant next to Dayton International Airport in Ohio to open in 2025 and to turn out 500 eVTOLs per year eventually. Ohio Republican Gov. Mike DeWine, Rep. Mike Turner (R-Ohio), the GOP’s second senior member of the House Armed Service’s Committee’s tactical air and land forces panel, and Sen. Sherrod Brown (D-Ohio) were among the speakers at the Sept. 18 announcement on the front lawn of the historic Wright brothers’ residence in Dayton.

Joby founder and CEO JoeBen Bevirt “was in my office at the beginning of this year talking about the prospects of looking for a manufacturing facility, and I asked him about the prospects [for Dayton],” Turner said on Sept. 18 “And I must tell you, in that meeting, he was not optimistic. We were not competitive. We were not top of the list. What changed? The difference? The difference is Gov. DeWine and JobsOhio.”

Joby will look to leverage its proximity in Dayton to Air Force Materiel Command and the Air Force Research Laboratory at Wright-Patterson AFB.

Joby has said that it expects the formal launch of its eVTOL next year after it receives type certification from the Federal Aviation Administration (Defense Daily, Aug. 15, 2022).

Joby’s first eVTOL “has already begun flying at Edwards,” and the delivery came under the company’s $131 million contract with the U.S. Air Force’s AFWERX innovation arm, the company said on Sept. 25.

Under the $131 million AFWERX Agility Prime contract, Joby may deliver nine eVTOL aircraft to the Air Force and other federal government agencies.

“Joby’s current and previously completed work with the Department of Defense represents a total potential contract value of $163 million, the largest in the industry,” the company said. “A second aircraft is planned to be delivered to Edwards in early 2024.”

The Air Force and Joby are to conduct “joint flight testing and operations to demonstrate the aircraft’s capabilities in realistic mission settings,” Joby said. “On-base operations will also include the training of Air Force pilots and aircraft maintenance crews, which will provide the DoD with valuable insight into the performance of eVTOL aircraft and will give Joby on-the-ground operational and training experience as the company prepares for the launch of commercial passenger service in 2025.”

Joby’s work with DoD dates back to 2016 when the Defense Innovation Unit gave the company early funding and access to test ranges.

“Over the past year, the U.S. Air Force and Marines have made multiple visits to Joby’s manufacturing and flight test facilities in Marina, Calif.,” Joby said on Sept. 25. “Four U.S. Air Force pilots completed full remotely-piloted transition flights of the Joby aircraft in April, and two groups of Marines visited in May to conduct mission analysis regarding potential logistics and medical applications of the aircraft.”

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

The Connected Future

Exploring the Next Stage of Connectivity in Airlines, Predictive Maintenance, and Enhanced Operations at the Connected Aviation Intelligence Summit (Photo: Jessica Reed)

DENVER, Colorado — At the recent Connected Aviation Intelligence Summit, several industry experts joined in a panel discussion titled, “The Connected Future: Exploring the Next Stage of Connectivity in Airlines, Predictive Maintenance, and Enhanced Operations.” Kim Blakely, Senior Manager of Flight Operations, CNS Program and Cockpit Technology at United Airlines, highlighted the airline’s proactive steps to identify connectivity issues onboard their flights. To achieve this, United Airlines’ mobility engineering and CDR teams are collaborating with pilots to log information directly from their Electronic Flight Bags (EFBs). In parallel, they are working closely with Apple to analyze these results and develop potential solutions.

Additionally, Blakely mentioned the introduction of a dedicated SSID for crew members, aimed at enhancing functionality and bolstering security. While immediate actions involve configuration changes and partnerships with Wi-Fi vendors, longer-term plans encompass considering avionic enhancements for upcoming 787 deliveries from the outset.

Addressing the topic of retrofitting older aircraft with new technologies, Bret Peyton, Managing Director Standards, Fleet and Operational Control at Alaska Airlines, commented, “I think one of the one of the biggest challenges is the mixed fleet capability.” While their incoming 737 Max aircraft are fully equipped and connected, their legacy next-generation fleet lags behind, prompting complex cost-benefit analyses on the decision to equip planes with aircraft interface devices. Peyton hinted at the potential to bypass certain devices by leveraging onboard Wi-Fi for connectivity.

Alaska Airlines, seeking to harness the benefits of connected aircraft, has chosen Air Space Intelligence for in-route optimization. Although they are currently testing a flight deck tool, they’ve successfully implemented a dispatch tool over the past three and a half years, which they plan to connect to the aircraft through Wi-Fi, reinforcing their commitment to technological advancements.

Nate Hicks, Vice President of Product Management at GE Digital, remarked during the panel discussion, “We have a few projects that are specifically dedicated towards decoding flight data and then enabling outcomes for operators on top of that decoded flight data.”

GE assists operators in integrating data from various sources such as operational data warehouses, QAR devices, and engine controls. Through a meticulous process of collating, decoding, cleansing, and presenting this data, GE empowers operators to refine their safety management and fuel efficiency programs.

Hicks spotlighted the rising preference for wireless QARs, noting their rapid and straightforward data transmission capabilities. GE’s platform also provides operators with a transparent view of their data transmission—whether manual or wireless—enabling safety analysts to efficiently monitor the most recent datasets across their entire fleet. This approach showcases GE’s commitment to employing data and contemporary technology in supporting aviation operators.

Bobby Anderson, Vice President/General Manager for Commercial Aviation at Shift5, emphasized the complexities of sourcing accurate data from aircraft, especially given the variables of aircraft age and sensor locations. Shift5’s strategy zeroes in on guiding both airlines and military customers to precisely pinpoint and extract essential data without overwhelming the system. Capturing every frame of data across those protocol buses is vital, offering invaluable insights for both cybersecurity and preventative maintenance.

Anderson also highlighted their initiatives in promoting automation around compliance activities. While the industry has made strides in regulatory guidance, especially concerning aircraft network security programs approved by the FAA, Shift5 assists in streamlining this process. Their aim is to enable airlines to efficiently interpret and act upon critical insights rather than get bogged down in raw data.

Kim Blakely of United Airlines commented, “Over-saturation of information [in the cockpit] sometimes is worse than the lack of it.” To tackle this, United has implemented rigorous protocols for onboard apps. Pilots aren’t permitted to download apps arbitrarily; there’s a defined process involving a steering committee’s review. This ensures input from key departments such as line operations, regulatory compliance, cybersecurity, and standards teams.

United also employs tools like Air Space Intelligence for in-flight optimization. As more such tools emerge, the challenge lies in determining the right fit while ensuring integration across various departments, like dispatch and pilots. “They all have to be speaking the same language and have the same information,” Blakely said.

Mark Canada from Dialexa, an IBM company, emphasized the vast potential that AI and ML bring to aviation. To fully leverage these technologies, he stressed the importance of effectively organizing the extensive data drawn from flights and various systems. By laying down this foundational framework, organizations can more seamlessly integrate and experiment with advanced tools like large language models, such as GPT. This structured approach, in Canada’s view, is pivotal for aviation entities to proactively harness AI’s capabilities. “Creating some of those foundational capabilities is what’s required to really allow you to play offense,” he said.

Bret Peyton from Alaska Airlines highlighted the intricate balance between leveraging vast data for operational efficiency and navigating contractual limitations, especially with pilot unions. While airlines are inundated with valuable data and innovative ideas for improvement, they often encounter obstacles rooted in longstanding agreements.

For Alaska Airlines, “We’re frankly operating on a contract that was probably drawn up somewhere in the 1990s, and so it’s restrictive,” Peyton remarked. This is despite the airline’s reputation as a technology leader and pioneer in flight deck innovations. The journey towards harnessing AI and other advanced tools is sometimes hampered by these contractual stipulations, requiring delicate maneuvering. He emphasized that this dynamic represents a common challenge many operators face as they chart their future course. “AI is great—we can do a lot with it, but we have to sometimes tiptoe, unfortunately, around our contractual obligations,” he said.

Kim Blakely of United Airlines emphasized the delicate balance between ensuring pilot protection and the airline’s need for valuable in-flight data. Pilots seek a system where their feedback can be recorded anonymously to avoid potential repercussions, reflecting the broader challenges faced in negotiations with pilot unions. Blakely mentioned that United has recently reached a preliminary agreement. “I’m really hoping that it does open a lot of opportunities for us with the technologies to get more information,” she said. “Honestly, we’re not trying to punish anybody. We just need to get the information; we need to know what’s going on in the cockpit.” Collaborative efforts with pilot unions are crucial to unlocking technology’s potential and improving aviation practices.

Nate Hicks of GE Digital highlighted the challenge of keeping pace with rapid technological advancements within the regulatory confines. While GE Digital collaborates with airline customers who manage regulatory relationships, it’s imperative for GE to gauge the direction of entities like the FAA to anticipate potential hurdles in technology implementation.

A significant area of concern, Hicks noted, is the inefficiency in airspace management. The technology to address these inefficiencies exists today, but active engagement between regulators, airspace managers, and airlines is vital to optimizing current systems and practices.

Bobby Anderson of Shift5 stressed the intrinsic link between safety and security in aviation, emphasizing that a secure aircraft inherently means a safe one. Navigating the regulatory landscape requires a harmonious balance, often necessitating dialogue with pilot unions to create mutual understanding.

Anderson underscored the importance of vast data quantities for effective AI/ML implementation. While AI/ML plays a role in current algorithms, its potential extends much further. To truly harness AI, access to extensive, up-to-date data is crucial, with airlines and OEMs offering invaluable, specialized insights built over decades. Collaboration within the ecosystem, encompassing pilots, operations, and more, is essential to realize the full benefits of AI in aviation.

Shift5: Harnessing Raw Data for Enhanced Aircraft Security

LONG BEACH, Calif. — The aviation industry has long grappled with a pivotal challenge: how to make use of the vast amounts of data generated by aircraft, both for enhanced security and for deeper insights into their operations. Bobby Anderson, Vice President/General Manager for Commercial Aviation at Shift5 Inc., provided perspectives on this subject at the recent Connected Aviation Intelligence Summit.

Bobby Anderson of Shift5 presents on the topic of “Onboard Intelligence and the New Horizon of Observability” at the Connected Aviation Intelligence Summit. (Photo: Jessica Reed)

Shift5 Inc. was founded roughly five years ago, with its roots tracing back to the founders of Army Cyber Command. The company’s mission initially centered on fortifying weapons systems within the Department of Defense against cyber threats. This intent to protect critical assets naturally extended to commercial aviation platforms, considering the cyber vulnerabilities inherent in avionics systems.

In April, Shift5 introduced a new module for commercial air operators that leverages onboard data to automate compliance with Aircraft Network Security Program (ANSP) requirements.

IT vs. OT

“Typically, where you see the line drawn is between IT systems (information technology, like your tablets and corporate laptops) and operational technologies,” Anderson said. Operational technologies, or OT, pertain to avionics systems on the aircraft. Their role isn’t just informational; they enact physical outcomes on the aircraft. This distinction is crucial because while IT systems usually offer a wealth of observable data, the same cannot be said for OT.

(Photo: Shift5)

Serial Buses

Serial bus networks, such as ARINC 429 in commercial aviation or MIL-STD-1553 in military applications, are paramount to avionics communication. These serial buses underpin most avionics systems globally, and Shift5’s goal is to provide “observability” to these previously unexposed networks.

“Once you have access to those serial buses, you can actually vacuum up all of this data and you can serve multiple use cases,” according to Anderson.

The Data Challenge

A stark contrast exists between the visibility we have on data transiting our regular corporate IT infrastructure and the data generated by multimillion-dollar aircraft. Often, critical avionics data, rich with insights, remains unobserved and disappears after its generation. This “missing visibility” is what Shift5 aims to address.

The Limitations of Legacy Systems

ARINC 429 “was completely designed around safety, which makes perfect sense,” Anderson said. “Safety is the most critical component for commercial aviation, so that protocol was engineered as an open protocol to provide access to a much larger supply chain of tier one, tier two, [and] tier three suppliers, such that when you bring all of these systems together on an aircraft in a federated fashion, they all talk to each other.”

“Because safety was the paramount element, there is no encryption on those protocols,” he added.

“The amount of data these aircraft are producing is astounding. But no one’s looking at that data, and it just disappears. That’s one of the big problems that we’ve been working to solve at Shift5: how do we actually tap into that data such that it doesn’t disappear.”

The Retrofit Dilemma

Implementing retrospective upgrades in an aircraft can be prohibitively complex and expensive. Adding hardware and cables not only increases weight but involves tapping into potentially hundreds of wires. Moreover, the challenge isn’t just about accessing the data but determining its relevance and use.

“Airlines already have prioritized parameters for what comes off an aircraft in priority order to make sure they get the most important things,” Anderson remarked. “The pipe is still in many ways constrained, so that has been a huge roadblock. Shift5 has circumvented some of this with our existing customers.”

(Photo: Shift5)

Cybersecurity, Maintenance, Operations, and Regulatory Compliance

The data derived can serve multiple use cases, and a holistic approach ensures that the investment for data extraction is distributed efficiently across various departments. Regulatory changes, especially those concerning cybersecurity in aviation, underscore the importance of this harmonized approach.

“Cybersecurity teams within airlines are cost centers,” noted Anderson. “They’re not revenue-generating parts of the airline. So how does a cost center get the attention of business leaders to convince them to retrofit an aircraft, even though it’s probably going to take two years to retrofit an entire fleet of aircraft? It’s difficult, and that’s where the maintenance and operations side comes in.”

“We strongly recommend that the ecosystem doesn’t look at solving this data problem myopically, within a single use case. You have to look at all of the use cases. By using the same amount of data, all three of these can be supported, and effectively, the investment needed to achieve this within an airline can be shared across the teams. Since operations is the revenue-generating unit, it typically takes the lead on what makes sense. We found that supporting all three is a much more feasible and productive discussion.”

Observability Defined

Observability means capturing every bit of raw data, without any sampling. They prioritize ingesting every frame of data on each monitored serial bus, ensuring comprehensive visibility. But raw data is just the start. Adding context to this data is the true game-changer. “Once you start looking not just at one aircraft, but across an entire fleet of aircraft—as well as across multiple types of aircraft and other vehicles—that’s where we talk about providing the context that enables the analysis,” Anderson said. “We are huge advocates for on-platform or on-aircraft processing or analysis of this data.” Their vision is not just to collect the data but to analyze it in real time on the aircraft.

As aviation continues to evolve, harnessing the raw power of its data will become even more crucial. Shift5’s innovative approach promises to redefine how the industry views data, turning it from an underutilized resource into a wellspring of insights and enhanced security.

Qatar Airways CEO Akbar Al Baker on Sustainability, the Passenger Experience, and More

Qatar Airways Group CEO Akbar Al Baker speaks at the Thought Leadership Conference at the APEX Expo. (Photos: Jessica Reed)

LONG BEACH, Calif. — Qatar Airways Group CEO Akbar Al Baker spoke during the Thought Leadership Conference at the APEX Expo this week about the airline’s response to the pandemic, its approach to sustainability, and upcoming announcements.

Al Baker believes the biggest challenges facing airlines for the next few years are related to the supply chain and the delivery of airplanes from suppliers. “The pandemic sincerely destroyed our industry,” he said. “This is exactly where Qatar Airlines was the winner. We [made] a bold decision to keep our airport and our airline flying. I think we are the airline that laid off the least people and had the least reduction in salary for our people.”

He reasoned that it would take much longer for the airline to recover if their response to the pandemic was more extreme.

“As the CEO of an airline, you need to make bold decisions to support the passengers,” he said.

“In the first seven weeks of the pandemic, we refunded over $3 billion USD to passengers.”

Aaron Heslehurst, Talking Business Host of BBC News, asked Al Baker what we can expect from Qatar going forward. “We have a new Qsuite being developed—we’re still [making] some changes to it. It will be unveiled next year,” he responded. “We are investing in new technology and airplanes.”

He noted that they are not able to install a Qsuite in a 787 because it’s not wide enough.

Two years after the new Qsuite is revealed, another project will be unveiled, he said.

In response to a question about rising airfares, Al Baker explained that significant demand and lack of capacity mean that prices are not coming down anytime soon. He also mentioned increasing pressure on airlines to use more sustainable aviation fuel (SAF), which can be four to five times more expensive than conventional aviation fuel.

“The government should not pressure airlines to use SAF,” he said. “They should pressure companies to produce SAF in volumes that will benefit the economics of scale and bring down the price.”

“Aviation is not the culprit—the culprit is the oil companies that are not investing enough in SAF. They have big investments in the hydrocarbons they are getting out of the ground, and they want their return on investment,” he added.

He expressed skepticism about some of the industry’s goals, such as reaching carbon neutrality by 2050. He was also critical of developments like electric- and hydrogen-powered aircraft.

“Everybody is talking about achieving those targets… It will not be possible,” Al Baker said.

Heslehurst mentioned that Qatar Airways’ profit last year was around $1.2 billion. Al Baker stated that their fuel costs were higher than budgeted, and plans for expansion were restricted. He claims that the airline would have otherwise made at least $4 billion in profit.

OPINION: How Web3 is Revolutionizing the Aviation Industry Through Decentralization

Brendan McKittrick of Aerobloc discusses how Web3 is revolutionizing the aviation industry through decentralization. (Photo: Aerobloc)

Web3—a catalyst towards redefining and transforming various sectors or a revolution that can permeate daily aspects of our lives? Or is it neither?

To help answer this question, focusing on one sector that connects human lives on a daily basis—aviation—might provide a clearer picture. As the world takes flight into the future, the principles of decentralization are propelling the aviation sector to new heights of efficiency, collaboration, and innovation, all of which are essential to breaking constraints of legacy procedures.

Trusted Collaboration: The Backbone of Web3 in Aviation

In the past, airlines, airports, and supporting industries often operated in silos, wary of sharing sensitive data with competitors. However, web3’s decentralized architecture is changing this paradigm. Through smart contracts and even more advanced tools like AI-driven Distributed Autonomous Organizations (DAOs), competitors are finding new ways to collaborate in a trustless environment.

Web3 allows stakeholders to engage in agreements and transactions without intermediaries or centralized authorities. This shift in trust dynamics has the potential to streamline complex operations, from ticketing and baggage handling to maintenance and safety protocols. With web3, trust is no longer a question of reliance on a third party but a fundamental feature of the system itself.

Self-Organizing Systems: Breaking Free from Legacy Constraints

A prime example of this revolutionary shift can be found in Aerobloc, where legacy constraints are a thing of the past. In the aviation industry, many systems have core technologies dating back to the 1960s, 1970s, and 1980s. This archaic infrastructure hampers innovation and efficiency. Web3’s self-organizing systems, on the other hand, offer a clean slate for progress.

This pairing of emerging technology and streamlined procedures will create product offerings that can be as rich and diverse as the industry players choose, unburdened by the constraints of legacy systems. This newfound flexibility empowers stakeholders to reimagine the entire aviation experience, from booking a ticket to boarding a plane, creating a stress-free environment for everyone involved.

Micro-Ownership and Tokenization: Democratizing Aviation

Web3 technology introduces a concept known as tokenization. This feature allows assets to be broken down into digital tokens, paving the way for micro-ownership and democratization within the aviation sector. Passengers and investors can now own fractional shares of aircraft, airport assets, or even donate their loyalty tokens towards the carbon neutrality of their seats. This transformative shift opens doors to a more inclusive aviation industry while simultaneously reducing unit costs and transaction overhead through web3 Distributed Ledger Technology (DLT) models.

Envision a future where passengers aren’t just customers but also partial owners of the airlines they choose to fly with. This newfound sense of ownership is poised to drive a deeper commitment to safety, service quality, and environmental responsibility. It also sets the stage for innovative financing models that break free from the traditional constraints of aviation investment. To put it simply, this is a transformation long overdue.

As web3 gains traction, digital wallets are becoming the standard, facilitating seamless value exchange across all digital channels. This translates into a frictionless experience for both passengers and businesses operating within the aviation sector. Whether it’s the ease of purchasing tickets, paying for in-flight services, or settling intricate contracts between airlines and airports, digital wallets are simplifying these processes. Furthermore, these digital wallets enable secure and efficient cross-border transactions, eliminating the need for costly currency conversions and complex financial intermediaries. This newfound simplicity in financial transactions promises cost savings and operational efficiency for all aviation stakeholders.

Building Trust and a Thriving Marketplace in Web3 Aviation

Within this open and collaborative community, airlines, airports, and their supporting industries are finding unprecedented opportunities to collaborate and prosper. Even in an industry historically characterized by competition, web3’s decentralized ecosystem is facilitating a newfound sense of common ground.

Automation, precision, and assurance are becoming the standard in this trusted marketplace. As a result, operational costs are shrinking, and trust is being instilled across thousands of business processes. The once burdensome and costly legacy systems are undergoing a transformation, evolving into next-generation, efficient blockchain models that benefit all stakeholders. All in all, web3 technology is reshaping the aviation industry by introducing trusted collaboration, self-organizing systems, micro-ownership, and seamless value exchange. By embracing the principles of decentralization and converging AI, blockchain, and web3 solutions, web3 adopters such as Aerobloc are set to positively impact a quintessential travel method and by extension, will positively benefit our efficiency for all transport-related services.

So, is web3 the catalyst that will redefine and transform various sectors or is it simply developing technology that may permeate aspects of our daily lives?

Well, I say yes to both.

This article is contributed by Brendan McKittrick, the co-founder and chairman of Aerobloc.

Emissions Monitoring Firm Estuaire Contracts Spire for Flight Report Data

Spire Global was contracted by Estuaire to supply global aviation insights, including aircraft positional data. (Photos: Jessica Reed)

Space-based data, analytics, and space services company Spire Global will supply aircraft positional data, as well as data from its Flight Report aggregation platform to Estuaire, an environmental data firm servicing the airline industry, under a new contract announced by the companies on Thursday. Spire’s Flight Report platform will give Estuaire access to hundreds of millions of daily satellite and terrestrial ADS-B positions combined with flight and aircraft data for post-flight analytics and reporting needs.

Recent studies show that aviation is responsible for 3.5% of climate change. Estuaire monitors and analyzes aviation CO2, non-CO2, and aircraft lifecycle emissions. The company said that by integrating Spire data into its products, it will now be able to provide precise and up-to-date analysis of flight routes, enabling the company and its customers to analyze aviation emissions.

“In order to measure the full climate impact of aviation, knowing real flight lengths, altitudes, and speeds is key,” Estuaire co-founder and CEO Maxime Meijers said in a statement. “Collaborating with Spire has allowed us deeper insights into each aircraft’s flight data to better establish a foundation for our climate metrics based on actual aircraft utilization.”

Financial details of the contract were not disclosed.

In July, Spire signed a deal with RDC Aviation to supply its satellite and terrestrial ADS-B positions to provide flight, aircraft, and airline metadata for RDC’s airport data product. Spire’s satellites use ADS-B signals to capture global aircraft movements from space, providing coverage during most flights where there is no ground-based tracking available, such as over oceans, deserts, or mountains. “Our partnership with RDC Aviation is a testament to the transformative potential of real-time and actionable data, and we look forward to driving innovation in the aviation industry together,” remarked Philip Plantholt, general manager of Aviation.

This week, Spire Global announced that it was awarded a $2.8 million contract by the National Oceanic and Atmospheric Administration (NOAA) for satellite weather data over a 12-month period.

This article was originally published by sister publication Via Satellite. It has been edited.

Remote ID: Insights from Dedrone

The CMO of Dedrone, a counterdrone/airspace security company, discusses the role of Remote ID in the industry. (Photos: Dedrone)

The FAA’s Remote ID requirements, which mandate drones to broadcast identification information, were expected to go into effect on September 16. The agency has now extended the enforcement date to March 16, 2024. “In making this decision, the FAA recognizes the unanticipated issues that some operators are experiencing finding some remote identification broadcast modules,” the FAA explained.

Take a closer look at the role of Remote ID in our Q&A with Mary-Lou Smulders, CMO at Dedrone—a counterdrone/airspace security company.

Avionics International: From your perspective, what are some of the benefits of Remote ID in terms of safety and security in the drone industry?

Mary-Lou Smulders: Remote ID is basically a drone license plate—broadcasting identification and location information when a drone is in flight. In terms of knowing where drones are in a given airspace, this is a strong step in the right direction. Like a license plate, although the average citizen does not have access to the personal information of the drone’s pilot, authorized governmental authorities can use the Remote ID broadcast to determine the drone pilot’s identity.

Could you elaborate on the critical issues with relying solely on Remote ID as a safety protocol?

Just like bank robbers removing the license plate on their getaway car, the first thing any bad actor will do is disable Remote ID—meaning that any critical infrastructure that relies solely on picking up Remote ID will be completely blind to a drone that isn’t broadcasting in their airspace.

It’s also extremely easy to spoof Remote ID broadcasts; a quick search on the internet search engine of your choice will bring up pages of videos on how to do it. This means that a bad actor that’s even remotely tech-savvy will then be able to hide a real drone in a swarm of fake broadcasts or otherwise disguise the location of their drone by putting its broadcast elsewhere.

In addition, recreational drones below 250 grams do not have to comply with Remote ID rules as of this writing. While that’s just a little more than half a pound, commercially available drones like the DJI Mini 3 Pro come under this weight limit—and can still record video in up to 4K resolution for reconnaissance purposes or recording events.

Finally, these regulations rely heavily on compliance by drone pilots. Even if they have no plans to do anything bad with their drones, if they haven’t registered with the FAA, then they likely don’t know about the Remote ID requirements, and their drones may not have a broadcast beacon installed if they have a drone manufactured before December of last year.

Ultimately, layers of protection are needed to keep an airspace secure and enable good drones to operate while unauthorized drones can be identified quickly.

What is the impact of Remote ID on the commercial drone industry, specifically in terms of operations and business applications?

It is a huge step forward in terms of unlocking the real potential of drones commercially. By requiring all non-recreational drones (even those below the 250g weight limit) to broadcast Remote ID, it will ultimately be easier to keep the skies free of aerial collisions and more efficiently pilot drones as first responders or for deliveries in active airspaces. The regulations are slowly but surely catching up with the technology, and we’re getting closer to being able to capture the productivity that productive drone usage offers.

Dedrone claims to have virtually eliminated false positives in drone detection. How have you achieved this level of accuracy and reliability?

At the heart of all of our solutions is DedroneTracker.AI, our command and control (C2) airspace security platform, which utilizes a sophisticated AI engine to perform behavior modeling analytics as well as true sensor fusion on the inputs it receives. Using our drone library of nearly 300 different drone types and being specifically built to be hardware-agnostic, DedroneTracker.AI incorporates a variety of inputs for drone detection and compares it with its vast database of drone data—for both regularly manufactured and DIY drones—to determine whether or not something is a drone, where it is, and if it poses a threat. Every time a drone incursion occurs, DedroneTracker.AI gets smarter.

Are there any current efforts at Dedrone that you could share details about?

Most recently, we launched DedroneTactical, our solution for counter small uncrewed aerial system (UAS) response in rapidly evolving expeditionary situations. We are also continuing to expand our already industry-leading customer installed base of over 500 active sites—we are up to usage in 30 countries and five of the G-7 nation governments; 190 critical infrastructure sites; 40 airports; 60+ stadiums; 15+ US federal entities and 20+ non-US governments.

We also offer Remote ID detection through DedroneTracker.AI to continue to keep the airspaces safe.

How does Dedrone envision contributing to the broader discussions on drone safety and regulations in the industry?

We firmly believe that all stakeholders in the industry need to have a voice in order to design regulations that are built for the technology of today and tomorrow. As part of that, we are participating in FAA testing for counter-drone technology at airports, and we are also a member of the FAA’s Uncrewed Aerial System (UAS) Detection and Mitigation Systems Aviation Rulemaking Committee (ARC). We are offering our insights on what is needed to make our skies safe for good drones while preventing negative drone incidents around the country.

Are there any trends or technologies in the drone industry that you think are particularly promising?

Flying Beyond Visual Line of Sight (BVLOS) and, within that, Drone as a First Responder (DFR) is one of the most impactful drone applications that we see coming down the pipeline in the industry. Currently, a drone must be in someone’s line of sight to be flown—so law enforcement, for example, has to station people on rooftops to continue monitoring a drone in flight. Waivers to fly BVLOS are extremely difficult to obtain, but we believe that technology can solve this problem and it will steadily become easier to obtain the required waivers for BVLOS flights.

With that capability, drones can play a huge role as first responders. For example, right now, if there’s an accident on the highway, police, the fire department, and an ambulance are automatically dispatched. Soon, a drone [will be able to] get there first, and relay whether or not all of these emergency services are needed. In more volatile situations, a drone can also provide a bird’s-eye view of the incident and offer law enforcement or emergency responders a better understanding of the situation before they arrive, making it safer for everyone.

NetJets Extends Fleet Agreement with Textron Aviation

Textron Aviation and NetJets signed a fleet agreement, giving NetJets the option to purchase up to 1,500 additional Cessna Citation business jets. (Photos: Textron Aviation)

An agreement announced today gives NetJets the option to purchase 1,500 Cessna Citation business jets from Textron Aviation over a 15-year period. Textron has provided more than 800 aircraft to NetJets over the years. This includes the Citation SII, V, Excel/XLS, Sovereign, and X, as well as more than 300 Citation Latitudes and Longitudes.

With the extension of NetJets’ existing agreement, the operator will be able to add Textron’s newest jet, the Cessna Citation Ascend aircraft, to its fleet. NetJets is the fleet launch customer for this midsize business jet, which will likely enter into service in 2025. The Citation Ascend will include Garmin G5000 avionics—featuring autothrottle technology—and a Honeywell RE100 [XL] Auxiliary Power Unit that is approved for unattended operations.

The cockpit of a Cessna Citation Ascend

Textron Aviation is NetJets’ largest provider of aircraft, according to Ron Draper, president and CEO. “Expanding and adding the Citation Ascend to the NetJets fleet will provide its global customers with even more versatility and flexibility to accomplish their missions, building upon the exceptional performance and popularity of the Latitude and Longitude,” he remarked in the company’s announcement.

NetJets has also shown interest in adding electric vertical take-off and landing (eVTOL) aircraft to its fleet. The operator signed a purchase agreement with Lilium in 2022 for up to 150 eVTOLs.

Airbus Shares Connectivity Updates at APEX Expo

Airbus picks Safran Passenger Innovations as its Ku-band multi-orbit satcom antenna supplier and confirms two Ku-band MSPs for its HBCplus connectivity solution.

LONG BEACH, Calif. — Airbus has chosen Safran Passenger Innovations as its Ku-band multi-orbit satcom antenna supplier. The company also confirmed Intelsat and Panasonic Avionics Corporation as launch Managed Service Providers (MSPs) for Airbus’s HBCplus connectivity solution.

“We introduced the HBCplus a year ago,” said Ingo Wuggetzer, Vice President Cabin Marketing at Airbus, during a press briefing at the APEX/IFSA Expo this week. “We already announced two airline customers, and there’s more to come,” he said, adding that they are not ready to share further details just yet.

At the Aircraft Interiors Expo in June, Airbus revealed the first launch selections for its Airspace Link HBCplus on the A350 from Emirates and Ethiopian Airlines.

Get SAT will provide the Electronically Steerable Antenna (ESA), with Ku-band satcom hardware integration from Safran Passenger Innovations. The ESA is compatible with both GEO and LEO. The antenna will enable simultaneous multi-beam operation for HBCplus Ku-band services, planned to enter into service in 2026.

“We want to provide choice for our customers,” Wuggetzer said. “The next step that we go is for Ku band.”

“I’m very proud to announce today Intelsat and Panasonic as the new MSP providers for Airbus HBCplus solution for Ku band,” he added.

Airbus announced at last year’s APEX Expo that the new GeniusLINK in-flight system would be offered for third-party fleets. The GeniusLINK solution is similar to Airspace Link, a new on-board open ecosystem for commercial aviation.

“As the aircraft OEM, Airbus is looking forward to delivering state-of-the-art built-in aircraft connectivity technology together with Safran Passenger Innovations, integrating Get-SAT’s electronically-steerable antenna to harness multiple satellite constellations,” remarked Maximilian Ruecker, VP Cabin Procurement Seats, IFE and Electronics, in the press release. “In parallel, our expanding catalogue of selected Managed Service Provider partners—now joined by Intelsat and Panasonic Avionics Corporation—will deliver a fantastic customer experience for airlines’ Airbus Family aircraft through lightning fast internet in-flight.”

(Photo: Airbus)

Monthly Archives: September 2023

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Avionics International: From your perspective, what are some of the benefits of Remote ID in terms of safety and security in the drone industry?

Could you elaborate on the critical issues with relying solely on Remote ID as a safety protocol?

What is the impact of Remote ID on the commercial drone industry, specifically in terms of operations and business applications?

Dedrone claims to have virtually eliminated false positives in drone detection. How have you achieved this level of accuracy and reliability?

Are there any current efforts at Dedrone that you could share details about?

How does Dedrone envision contributing to the broader discussions on drone safety and regulations in the industry?

Are there any trends or technologies in the drone industry that you think are particularly promising?