November 2023 - Aviation, Inflight and Aero Connectivity Consultants

Eve Air Mobility and NATS team to develop urban air mobility air traffic management systems

Eve Air Mobility and NATS Services, the commercial arm of the U.K.’s leading air traffic control services provider, announced at the Dubai Airshow they would partner to develop future traffic management services for urban air mobility (UAM) operators worldwide.

The companies signed a memorandum of understanding to reinforce the partnership designed to advance technologies for a faster, more efficient and sustainable urban air transportation system.

“Our first association with NATS began in early 2021 as part of the U.K. UAM Consortium with the U.K. Civil Aviation Authority Regulatory Sandbox, developing a concept of operations for the London environment, including air traffic management arrangements and proposing new regulatory solutions,” said Johann Bordais, CEO of Eve. “Our work with NATS throughout the years both fortifies our newly established relationship and supports our forthcoming projects and future endeavors designed to transform the urban air mobility sector globally.”

The Eve-led U.K. concept of operations was developed in partnership with the U.K. Civil Aviation Authority (CAA) and global companies, including NATS as well as six other members, using data to focus on the technologies needed for near-term UAM deployment in London. The CAA published the Phase 1 results of the Future Air Mobility Regulatory Sandbox project in October 2021, highlighting eVTOL strengths and the challenges that will inform future developments in the UAM industry.

Eve and NATS have also been part of the Future Flight Challenge through the Advanced Mobility Ecosystem Consortium (AMEC) with leading British aviation companies since July 2022. Developed by U.K. research and innovation and delivered by Innovate U.K., the program is funded by the U.K. government and aims to accelerate the progress of new technologies and advanced aviation technologies while attempting to demonstrate the societal benefits of advanced aviation, the companies said

“We already work closely with Eve as part of the U.K. Future Flight Phase 3 AMEC project, working to prepare U.K. airspace for future UAM operations,” said NATS Services Managing Director Guy Adams. “Going forward, we intend to grow our collaborative efforts to explore future traffic management products and solutions worldwide and enable the introduction and scaling of UAM across many countries in a consistent, high-performance and safe approach.”

Eve’s Urban air traffic management software is an agnostic solution that will enable the integration of all airspace users in the urban environment, the company said, which is “critical to supporting the safety, efficiency, and improvement of the entire UAM ecosystem, including fleet and vertiport operators.”

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Skyryse automates helicopter autorotation, but some pilots are skeptical it can outperform human pilots

Skyryse in July performed what it calls the first fully automated helicopter autorotation emergency landing procedure, according to a Nov. 9 company statement.

Skyryse’s technology is a highly automated flight control system. The company claims it is the first and only system that works with the pilot through a reimagined human-machine interface to manage complex emergency procedures — including during autorotation after an engine failure. Due to the complexity of current control systems, the company claims helicopters have been unable to automate this manuever until now.

Using redundant flight controls and a suite of sensors, the Skyryse system quickly recognizes a power failure, sets multiple procedures in motion, and uses a button push to make the landing uneventful, the company says. From entry to steady descent, it lowers the aircraft’s pitch, aligns the nose, manages stability, completes the flare and lands at the desired landing location, according to Skyryse.

A Skyryse video posted March 3 to YouTube shows National Transportation Safety Bureau (NTSB) Vice Chairman Bruce Landsberg flying a helicopter with a tablet computer and a sidestick-type controller. Skyryse in July performed a fully-automated helicopter autorotation emergency landing procedure. PHOTO CREDIT: Skyryse/Youtube

Skyryse said it has completed dozens of automated autorotations since the initial demonstration. The milestone automated autorotation took place in a Robinson R66 five-seat rotorcraft outfitted with Skyryse technology at its Los Angeles-area flight test and performance facility.

Skyryse markets itself as making it easier for lay people to fly helicopters. As flying is complex and requires pilots to constantly log flight time to remain proficient and safe, Skyryse says its FlightOS software can boost pilot supply by simplifying the cockpit and flight controls as well as automating certain features. FlightOS, the company says, makes it easier to manage any aircraft and earn a pilot’s license.

Skyryse did not return requests for comment prior to publication.

An aeronautical engineer and helicopter pilot with roughly 1,000 flight hours is skeptical of Skyryse’s claims that its software will allow average people to safely fly rotorcraft. This pilot, who asked not to be identified by name, told Avionics on Nov. 15 that there are many different scenarios where having a human pilot in the loop is important to ensure safety.

The pilot said mechanical inputs translated into a tablet computer do not necessarily add layers of safety. He said they may also degrade safety in certain scenarios, such as a rotor stopping or a false indication of an engine failure.

In a false engine failure scenario, the light may turn on and a sound may resemble engine failure, but a human pilot would attempt to enter autorotation and troubleshoot to verify whether an engine died.

“If that happens, would the computer troubleshoot?” he said. “Once you start diving into details, there are complex scenarios where human decision-making is extremely important.”

The pilot said there is also too much complexity in a tablet-driven fly-by-wire system for human pilots to quickly respond in emergencies. He said if a bird came into his viewscreen, he would not move the autopilot to change the heading because there is far too much lag and the gain on the system is too low. The pilot said he would need to “get on the sticks” and move the flight controls rapidly and disconnect the autopilot.

The pilot pointed out how Skyryse over the last two years subtly transitioned from flying a helicopter exclusively with tablet computers to adding a sidestick-type controller to go with the tablets. The company posted a video on YouTube on Oct. 27, 2021, that showed actor Jon Hamm learning to fly an aircraft with just two tablets and Skyryse technology.

Skyryse on March 3 posted a video on YouTube showing Bruce Landsberg, U.S. National Transportation Safety Board (NTSB) vice chairman, using one tablet with the sidestick-type controller.

Dan Patt, a senior fellow with the Hudson Institute’s Center for Defense Concepts and Technology who has a PhD in dynamics and control, with helicopter applications, told Avionics on Nov. 13 that there is a lot of promise in the add-on automation approach used by Skyryse and others. It can make existing operations safer, build hours and reliability into systems, reduce pilot workload and create a path toward fully uncrewed operations, he said.

Icarus provides ‘smart’ view-limiting helicopter pilot training device to University of North Dakota

Icarus in mid-2023 delivered to the University of North Dakota five of its “smart” view-limiting helicopter pilot training devices that gives flight training instructors the ability to change flight visibility for students.

Nick Sinopoli, company founder and managing partner, told Avionics on Nov. 13 that the deal had a total value of $6,250 to outfit the university’s Robinson R44 four-seat helicopters. Icarus’ view-limiting pilot training device is a lightweight screen that the pilot wears in front of their eyes, either clamped to a hat or flight helmet or as part of a headset. The device helps pilots practice the critical transition to instrument flight and remain calm and in control of the aircraft, the Sinopoli said.

Icarus has also sold its device to the U.S. Army National Guard (ANG). Sinopoli declined to provide details, but said that 30% of states in the ANG use it.

A student pilot dons an ICARUS flight training device during a demonstration by a company employee. ICARUS photo

The device uses an electronic signal to change the opacity of the screen in front of the student’s eyes, simulating clouds or fog while flying. It can simulate different levels of flight visibility, from unrestricted to less than a half-mile.

When in use, the device can be changed by a flight instructor from transparent to opaque either gradually or instantly, simulating the aircraft’s entry into low-visibility conditions, according to a company statement. The device replaces the traditional hood for instrument flight rules (IFR) training and allows for inadvertent instrument meteorological conditions training. The screen is battery-powered and paired to the instructor’s iPad for remote control.

The technology used in Icarus’ device is polymer-dispersed liquid crystal (PLDC) film, also known as smart glass, Sinopoli said. The idea for the technology came after he had a near miss with a bird under a paper hood and had just read about the Boeing 787 Dreamliner commercial fixed-wing jet airliner’s electrochromic windows, which Sinopoli said uses the same type of technology to electronically dim cabin windows.

The device is powered by a common small battery that provides six hours of power. The device is paired to the instructor’s tablet computer for remote control.

There is a cutout in the visor that Sinopoli said allows the student pilot to see the instrument panel. It is tailored to the aircraft to ensure the pilot does not receive any visual cues that they will not get in a cloud. Old hoods and foggles, he said, allow pilots to see outside, which leads to a massive training gap and a false sense of security. As the R44 has a small instrument panel, it has the smallest cutout.

Icarus’ device was granted fleet-wide airworthiness releases for the Sikorsky UH-60M/L Black Hawk and the Airbus Helicopters UH-72A Lakota Light Utility Helicopter (LUH) earlier this year.

UND Aerospace has been evaluating the ICARUS device for the past year and found it extremely valuable. “We are always looking at innovative ways to improve safety and flight training, and the ICARUS has proven to be a key tool for instrument training,” said Wes Van Dell, chief flight instructor for the helicopter program at UND Aerospace. “Using the ICARUS in the aircraft combined with our GAT Helo spatial disorientation simulator on the ground, we aim to provide the highest level of instrument and IIMC training in the industry.”

Leonardo delivers first multifunction radar upgrade for U.K. Eurofighters

Leonardo has delivered the first prototype European Common Radar System Mk2 to BAE Systems for integration onto a U.K. Eurofighter Typhoon.

The new multifunction array radar will allow the Typhoon to better locate targets, perform electronic jamming attacks against enemy radars and stay further away while identifying and engaging potential threats.

Leonardo is developing the ECRS Mk2 in Edinburgh, where U.K.combat air radar capabilities are based, and Luton, where the company conducts advanced electronic warfare research, development and production.

The radar will now be integrated with a Typhoon, which will then undergo ground-based testing at BAE Systems’ flight-testing facility in Lancashire, U.K.., in preparation for its first flight tests on board the Eurofighter Typhoon next year.

“Delivery of the prototype radar to Warton is the latest key milestone in this exciting program,” said Lyndon Hoyle, head of the Typhoon Delivery Team at Defence Equipment and Support, the procurement arm of the UK Ministry of Defence. “It was only possible thanks to a lot of hard work and excellent collaboration across DE&S, Air Command and industry: ingredients for success that we shall take forward into the next phase of the program.”

The ECRS Mk2’s multifunctional array (MFA) can perform both traditional radar functions such as search and targeting, as well as electronic warfare tasks, Leonardo said. This means that Eurofighter Typhoon will be able to locate and deny use of an adversary’s radar with an electronic jamming attack while staying beyond the reach of threats, the company said.

“The ECRS Mk2 radar is one of a number of key capabilities which we are integrating to secure Typhoons as the backbone of air defense across the globe for decades to come,” said Richard Hamilton, Typhoon Program Director for Europe at BAE Systems Air. “Together with enhanced mission systems, advanced sensors, weapons and displays, we are delivering a sovereign capability which will keep RAF pilots safe and ensure the UK has the skills to continue to mature key technologies which support its future combat air ambitions.”

ECRS Mk2 is a wide-band array, which means not only can it detect its own active transmit-receive functions to detect targets, but it can also passively detect emissions through a far broader range of the spectrum, according to the Typhoon program, which published details of its radar upgrade program in July.

“It is able to track both airborne targets and surface-based emitters without having to discharge a signal itself,” the program explained. “It’s what’s called ‘a very high gain sensor’ which means it is able to emit across a wide frequency range and potentially disrupt hostile emitters whether they be surface or airborne. As an electronic attack and warfare tool the ECRS Mk2 will be incredibly capable — able to carry out sophisticated Electronic Warfare functions whilst performing its primary role as an air-to-air radar sensor.”

Northrop completes first flight of Australia’s Triton maritime surveillance drone, ahead of 2024 delivery

Northrop Grumman recently completed the first flight of Australia’s multi-intelligence MQ-4C Triton high-altitude, long-endurance maritime surveillance aircraft.

The aircraft took off just before noon on Nov. 9, at Northrop’s Palmdale, Calif., Aircraft Integration Center. It flew for just under six and a half hours, the company said.

During the sortie, ground crews performed airworthiness evaluations, such as engine, flight-control and fuel-system checks, and conducted basic aircraft handling tests.

“We are leveraging our deep expertise in uncrewed high-altitude long endurance aircraft to enable Australia to establish a superior long-range maritime surveillance capability to monitor and protect Australia’s maritime interests 24/7,” said Christine Zeitz, Northrop’s chief executive and general manager of Australia & New Zealand.

The flight marks a major production milestone toward delivery of Australia’s first Triton in 2024. Triton achieved a declaration of initial operating capability (IOC) and has been in service with the U.S. Navy since August.

Built for the U.S. Navy and Royal Australian Air Force, MQ-4C Triton high-altitude, long-endurance aircraft performs persistent maritime intelligence, surveillance, reconnaissance and targeting.

In September, the Australian government announced it would buy a fourth Triton that will enhance the resilience of its fleet and provide surveillance capability to monitor and protect Australia’s maritime interests.

All four Australian Tritons currently under contract are progressing as planned through their production schedules, Northrop said.

Australia’s security challenges run the spectrum of humanitarian and disaster relief to maritime monitoring of sea lanes in the Indo-Pacific

“Triton expands Australia’s intelligence, surveillance and reconnaissance capability by providing reliable real-time intelligence and situational awareness. Persistent surveillance enables better planning, greatly enhancing joint military responses and operations,” said Air Marshal Robert Chipman, chief of the Royal Australian Air Force.

Once Triton enters service with the RAAF, U.S. and Australian defense forces will be able to share data collected by their respective aircraft, effectively doubling the intelligence collection capabilities of both countries.

Joby, Volocopter perform demonstration flights in NYC, which seeks to electrify its downtown heliport

Electric vertical-takeoff-and-landing aircraft developers Joby Aviation and Volocopter performed exhibition flights in New York City on Nov. 13 at the Downtown Manhattan Heliport (DMH) as part of an announcement by the city of its intention to electrify the facility.

Joby flew its aircraft first with a pilot on board for roughly six minutes. The company flew its pre-production prototype, a previous generation of the aircraft it delivered to Edwards Air Force Base in California as part of a contract with the US Air Force (USAF), Joby spokesman Brian Garrett-Glaser said on Nov. 13. The aircraft delivered to Edwards, he said, is a production prototype because it came off an assembly line.

Joby also flew its aircraft in New York on Nov. 12, marking the first eVTOL flight in the city and the first time Joby has flown in an urban setting. Joby’s Nov. 13 flight was proceeded by several days of preparation flights at the HHI Heliport in Kearny, New Jersey, according to a company statement. Garrett-Glaser declined to say how long the aircraft flew during these preparation flights.

Joby’s preproduction prototype eVTOL flies over New York City on Nov. 13. Joby photo

JoeBen Bevirt, Joby founder and CEO, said during a Nov. 13 presentation that the company is nearing the conclusion of the third stage of its U.S. Federal Aviation Administration (FAA) certification process. Joby, he said, is deep into testing each of the aircraft’s components and systems so it can prove out the full type certification.

Volocopter followed with its Volocopter 2X, flying for nearly 5 and a half minutes with a pilot onboard. The Volocopter 2X also flew on Nov. 12 for under five minutes, company spokesperson Akiko Itoga said on Nov. 13, marking its first flight in the city.

Christian Bauer, Volocopter managing director and chief financial and commercial officer, said at the Nov. 13 presentation that the company wants to enter commercial service in the U.S. in 2025. Volocopter, he said, will be first certified in Europe and then in the U.S.

Itoga said the VoloCity aircraft is in the late stages of European Union Aviation Safety Agency (EASA) audits and flight testing. The Volocopter 2X is a German ultralight, Itoga said, a size smaller than the VoloCity but with fundamentally the same design architecture: 18 rotors/motors and nine swappable lithium-ion batteries.

Beta Technologies was also represented at the presentation, though it did not fly an aircraft. The company had its four-foot-tall Charge Cube on display. The Charge Cube’s continuous 350-kilowatt power output will charge the company’s Alia aircraft in 50 minutes.

The New York City Economic Development Corporation (NYC EDC) on Nov. 10 issued a request for proposals (RFP) seeking an operator of the Downtown Manhattan Heliport, a public-use heliport comprising roughly 80,000 square feet along the East River waterfront. The city anticipates entering into an agreement with a winning bidder around the second quarter of 2024 for one five-year term with a five-year conditional option to renew and two additional five-year options to renew at the city’s discretion.

New York seeks proposals that support aerial use of the site, including, but not limited to, eVTOL aircraft and helicopters. It also wants proposals that will invest, install and activate the necessary support infrastructure to facilitate eVTOL use. The operator will be required to complete the build-out and activation of the necessary eVTOL infrastructure within the initial five-year term.

The city’s EDC anticipates the FAA certifying certain eVTOL aircraft as early as 2024. Proposals are due Jan. 12.

Companies’ Perspective on New Data Links and Waveforms Sought for SDA Tranche 3 Transport Layer

The U.S. Space Force Space Development Agency’s (SDA) Tranche 2 Transport Layer-Gamma satellites are to include Ultra High Frequency (UHF) S-band connections, an advanced tactical data link, and enhanced, anti-jam waveforms. But Tranche 2 does not appear to be the end of the SDA innovation trail. The agency is seeking industry ideas on new data links and waveforms for Tranche 3.

A Nov. 6 SDA request for information (RFI) “seeks to inform SDA’s roadmap of future datalinks and/or waveforms and to guide the integration of these capabilities into future Tranches.”

“This RFI seeks to align datalink and waveform capabilities for baselining and/or demonstration in Tranche 3 with launches planned to begin in FY 2028,” the business notice said.

Industry ideas on optical communications waveforms for PWSA Tranche 3 and above “would include risk reduction efforts to support low data rate links, and long-range links, specifically space-to-space geometries of low earth orbit (LEO) to medium earth orbit (MEO) (L2M) and low earth orbit (LEO) to geosynchronous earth orbit (GEO) (L2G) ranges,” SDA said. “Responses to this RFI will specifically inform SDA’s Transport Layer Tranche 3 planning beginning in fiscal year 2024 (FY 2024) for subsequent acquisition efforts to slated to begin in FY 2025.”

SDA satellites are to have optical communications terminals (OCTs) to link with other satellites and ground terminals.

“While SDA has completed its internal review of potential additions to the Tranche 3 OCT standard, it is likely other military services, commands or other government agencies have completed architecture studies that have included industry or industry has internally studied or invested in this area,” the Nov. 6 RFI said. “Hence, SDA would like to leverage what has already been accomplished in cooperation with industry before making a final determination of optical standards that affect the Tranche 3 architecture. As currently envisioned, the Tranche 3 Transport Layer may have different space vehicle variants. Tranche 3 is expected to operate via multiple planes at approximately 1000km in 80–90-degree inclination orbits.”

On Oct. 30, SDA said that it had awarded Northrop Grumman a $732 million firm-fixed-price Other Transaction Authorities (OTA) contract to build 38 satellites for the Tranche 2 Transport Layer (T2TL)-Alpha constellation (Defense Daily, Oct. 30).

The 100 Tranche 2 Transport Layer-Alpha satellites are to transmit beyond line-of-sight Link 16 data to military forces from space, while the Tranche 2 Transport Layer-Beta satellites are to transmit over UHF S-band for tactical satellite communications, and the future Tranche 2 Transport Layer-Gamma satellites are to use an advanced tactical data link.

On Oct. 10, SDA awarded the first Alpha contract of $617 million to Denver’s York Space Systems for 62 satellites in eight orbital planes (Defense Daily, Oct. 23).

The satellites are part of SDA’s low Earth orbit-focused PWSA. The Transport Layer is to be the linchpin of DoD’s future Joint All Domain Command and Control infrastructure, which is to feature minimal lag time communications, sensor-to-shooter connectivity, and tactical satellite communication directly to platforms engaged in military operations.

In August, SDA awarded Lockheed Martin‘s Space division in Littleton, Colo., $818 million and Northrop Grumman’s Space Systems segment in Redondo Beach, Calif., $733 million–a total of more than $1.5 billion –for 72 Tranche 2 Transport Layer – Beta satellites–36 by each company (Defense Daily, Aug. 21). Lockheed Martin is to build those satellites at the company’s recently opened small satellite plant in Littleton.

While SDA had planned on 44 Gamma birds, SDA Director Derek Tournear told Silicon Valley Space Week’s Milsat Symposium on Oct. 19 that the requirement is now 24 Gamma satellites, as SDA is in discussions with a third, possible Tranche 2 Transport Layer-Beta vendor to put the advanced tactical data link on 24 additional Beta satellites.

SDA said that it expects to issue the Gamma solicitation by the end of this year. Tranche 2 is to have about 270 Transport and Tracking Layer satellites. The SDA Transport Layer satellites are to provide rapid sensor to shooter data, while the Tracking Layer satellites are to provide a significant leap in the detection and tracking of hypersonic and ballistic missiles.

This story initially appeared in affiliate publication Defense Daily.

Northrop Grumman Provides Updates on Polar SATCOM Programs

Northrop Grumman said on Nov. 7 that it has finished thermal vacuum tests on the Arctic Satellite Broadband Mission (ASBM)–two satellites for broadband communications over the North Pole for the U.S. Space Force and the state-owned Space Norway AS.

Each satellite has the Enhanced Polar System-Recapitalization (EPS-R) payload for the U.S. Space Force, a Ka-band payload for Viasat and an X-band payload for the Norwegian Ministry of Defense. The Ka-band payload was originally under Inmarsat, but Viasat bought the latter in May.

“ASBM-1 has completed vibration testing with ASBM-2 to follow,” Northrop Grumman said on Nov. 7.

Space Force plans to launch the EPS-R payloads next year on ASBM–launches that Space Force has said will save the service more than $900 million and field advanced polar satellite communications three years ahead of a traditional acquisition program. (Defense Daily, Aug. 7).

In December 2021, SSC said that it expected a dual EPS-R launch early this year.

“Delivery of the [ASBM] satellites is delayed due to a number of factors, including supply chain disruption from COVID, design complexities changing our GEOStar platform to perform in a HEO (Highly Elliptical Orbit), and the complexities of integrating three separate customer payloads,” Northrop Grumman said in July.

In March, Space Force’s Space Systems Command (SSC) said that Northrop Grumman had delivered the control and planning segment (CAPS) for EPS and EPS-R.

The new CAPS ground segment provides the software baseline for EPS and EPS-R. SSC has said that CAPS “is an innovative approach streamlining mission operations while reducing long-term costs of software and hardware sustainment for the ground segment” and that EPS-R “will extend the polar capability provided by EPS until the fielding of the next-generation Protected Tactical SATCOM (PTS) system expected to launch in the early 2030s.”

On Nov. 7, Northrop Grumman said that CAPS “is supporting compatibility testing with the payload and space vehicle segments and interfacing with the Satellite Operations Center (SOC) in Norway.”

“CAPS has completed formal acceptance and turnover and is ready for system activation,” the company said.

This story initially appeared in affiliate publication Defense Daily.

Rotor Technologies seeks autonomous rotorcraft commercial service with uncrewed-only approach

Rotor Technologies believes its exclusive focus on uncrewed-only missions will allow its autonomous rotorcraft to enter commercial operations while previous attempts by other autonomous helicopter developers failed.

Hector Xu, Rotor founder and CEO, told Avionics on Nov. 10 that all of the company’s test flights have been performed without a human safety pilot. Previous attempts at bringing autonomous rotorcraft to commercial service, such as the Kaman Aerospace/Lockheed Martin K-Max uncrewed aircraft system (UAS), retained a safety pilot.

Xu believes this limited the ability of other autonomous rotorcraft developers to improve the safety of their systems in autonomous flight. Marketing material for the K-Max UAS describes it as optionally-crewed, with a single-seat cockpit enabling piloted operation for maximum flexibility and lower risk to the platform.

Rotor announced on Nov. 7 that it completed an uncrewed flight test campaign of a full-scale civilian helicopter. The program, performed from August to October, was flown with two Rotor R220Y autonomous helicopters. The R220Y is an experimental platform based on the Robinson R22 two-seat rotorcraft, with the seats, pilot controls and instrument panel removed and all functions automated by Rotor’s technology.

Xu said Rotor removed the seats, pilot controls and instrument panel from the R220Y as part of its uncrewed-first approach. Rotor is marketing the R550X, the aircraft it wants to sell commercially, as performing missions such as firefighting, crop dusting, construction, humanitarian aid and remote cargo delivery. The R550X is an uncrewed utility helicopter based on the Robinson R44 Raven II four-seat rotorcraft that has a payload capacity of 1,212 lbs (550 kg) and more than three hours of endurance.

The company wants its R550X to enter commercial service in 2024. Rotor spokesman Nicholas Coates said on Nov. 10 that the R550X will have an initial experimental airworthiness certificate from the US Federal Aviation Administration (FAA). Some commercial operations, he said, will rely on other FAA waivers such as the Section 44807 exemption process.

The two R220Ys logged more than 20 hours of flight time and over 80 hours of engine run-time during the flight campaign. The flights demonstrated Rotor’s flight control systems, autonomous hover and velocity modes and vision-based perception systems, according to a company statement. Although no human pilot was onboard during the test flights, the R220Y requires a pilot to remotely control the vehicle when the autonomy system is not engaged.

Rotor is not the first company to perform autonomous helicopter demonstrations. In addition to the K-Max UAS, the Boeing Maverick vertical takeoff and landing (VTOL) UAS had an extensive uncrewed flight test campaign of a full-scale modified civilian helicopter with more than 1,000 hours of flight time between 1999-2007. The Sikorsky S-70 Optionally Piloted Vehicle (OPV) Black Hawk rotorcraft has also flown autonomously.

However, an expert said while performing uncrewed rotorcraft demonstrations is easy, entering uncrewed helicopters into commercial operations is very difficult. Dan Patt, a senior fellow with the Hudson Institute’s Center for Defense Concepts and Technology who worked on the Sikorsky OPV Black Hawk and the Boeing Maverick VTOL UAS, told Avionics on Nov. 10 that this challenge is often called the “robotics paradox”. This refers to the gap between the controlled environment of a demonstration and the unpredictable nature of the real world, which is filled with statistically improbable events that are difficult to prepare for and predict.

Technological advancements since 1999, when Patt worked on a team that autonomously flew an R22, have made it vastly easier to create impressive demonstrations. In a setting as simple as a garage, one can build an uncrewed aircraft and ground robotics using open-source software and commercial hardware. But Patt said scaling these innovations to operate reliably in every possible real-world scenario is exponentially more difficult.

This is similar to the difference between showcasing a concept car made from clay and producing a vehicle that is safe, reliable and meets all regulatory standards for public roads. Patt said in aviation, these challenges are compounded by stringent regulatory requirements for commercial operations that have not yet been proven, thus making the transition from controlled demonstrations to commercial operations a complex and rigorous process.

AAR greenhouse gas emissions up 3% in FY 2023

AAR’s greenhouse gas emissions increased 3% in fiscal year 2023, which ended on May 31, but decreased 6% from fiscal year 2021 and 18% from FY 2020, according to the company’s 2023 environmental, social and governance (ESG) report released on Nov. 8.

AAR is an independent provider of aviation parts and repair services. The company said in its report that it began upgrading the exhaust system at its landing gear overhaul facility in Miami with new exhaust fans and mesh pads in FY 2023.

AAR expects these upgrades to reduce heavy metal, or chromium, and carbon in its emissions. The company is also working with a third party to track emission levels at this facility.

The company’s total energy consumption increased less than 1% in FY 2023 and decreased 9% from FY 2021 and 15% from FY 2020. AAR’s component repair facility in New York re-enrolled its local power company’s program to reduce energy consumption by implementing an energy reduction plan during high-demand days. The company estimates its rate of energy consumption was reduced each month from October 2022 through the end of FY 2023 without impacting its production or delivery.

AAR in March replaced older steel panel cladding with new siding on the exterior of its component repair facility in Amsterdam. In addition to being safer and more heat and fire-resistant, the company expects the new siding to reduce this facility’s gas usage.

AAR in FY 2023 continued to evaluate the installation of solar panels at its Miami landing gear overhaul facility to contribute to the building’s energy needs. The company also plans to install an upgraded wastewater processing system at this facility, expecting it to be capable of processing significantly more wastewater per day. It expects this to lead to a higher water recovery rate and a reduction in hazardous sludge.

The company installed drag reduction kits on five commercial aircraft in FY 2023, helping its industry test sustainable aircraft equipment. AAR said these kits have the potential to reduce both fuel consumption and cargo emissions.

AAR in FY 2023 became the first independent third-party maintenance, repair and overhaul (MRO) organization to implement a corporate safety management system (SMS) as it expanded the SMS from a site-specific model to a company-wide model. The SMS provides a platform to all employees to proactively identify and report hazards, perform risk analyses, implement mitigation measures and share best practices.

The company reported a 23% increase in reports through the SMS in FY 2023, including 338 reports by employees. 75% of these reports were proactive reports of potential safety concerns as opposed to reactive reports of incidents.

AAR said its SMS program met all US Federal Aviation Administration (FAA) requirements, including a single accountable executive and common database for all required data to receive acceptance for all six AAR repair station facilities. Formal SMS development consists of voluntary SMS implementation by operators and other aviation service providers using FAA-stated standards.

A request for comment was left with AAR prior to publication.

Monthly Archives: November 2023