Monthly Archives: September 2024

Cybersecurity in the Skies

Securing aircraft and associated systems against potential cyberattacks ensures the safety and integrity of communication, navigation and operational systems. 

In 2015, Chris Roberts, a cybersecurity consultant told the FBI he hacked into computer systems aboard airliners up to 20 times and even managed to control an aircraft engine during a flight, according to federal court documents. He told investigators he did it via the in-flight entertainment systems. Roberts also said that once he even hacked into the systems and then overwrote code, enabling him to issue a “CLB,” or climb, command. 

In 2018 The Cathay Pacific Airways data breach resulted in 9.4 million accounts being breached with stolen data including credit card information, passport information and phone numbers. This attack was the direct result of negligence by the airline carrier to keep its data secure from malware; it was a full-scale attack on their servers. The attacks continued until May 2020. 

Cybersecurity aims to prevent events like these. Cyberattacks are one of the top concerns for the aviation industry, and it is imperative for airline companies to mitigate risks and protect their flights and sensitive data from having them happen. 

Securing Aircraft and Data 

The aviation industry has undertaken a massive digital transformation over the past 15 to 20 years, from the corporate side of the airline to the aircraft, its ground and its interconnected systems. With these digital systems and advanced technologies, the industry requires necessary cybersecurity measures in order to sustain and ensure safety, reliability and resilience. 

The primary role of aviation cybersecurity is to secure aircraft and associated systems against potential cyberattacks. This includes ensuring the safety and integrity of communication, navigation and operational systems on board the aircraft. “The uniqueness of aviation in relation to cybersecurity lies in the complexity and interconnectedness of its systems, which operate both on the ground and in the air,” says Roy Arad chief revenue officer at Cyviation, New York City. “Upcoming EASA Regulations Part IS will require airlines to address cybersecurity comprehensively and start proactively monitoring and mitigating cyber threats to comply with these new standards.”  

Cybersecurity plays an integral role in the day-to-day operations of aviation. Michael Goodfellow, technical officer, global interoperable systems, air navigation bureau, International Civil Aviation Organization (ICAO), Montreal compares it to safety, “rarely seen or publicly appreciated, but its absence is quickly observed and seriously missed. What makes cybersecurity unique in aviation is that while assets must be protected, this cannot be done at the expense of the safety of operations and the personnel involved.” 

Cybersecurity ensures that data being transmitted from an aircraft to organizational networks is always protected to prevent the unauthorized theft of information. The continuous mitigation of risk forms a key component of cybersecurity activity. Josh Wheeler, senior director entry into service & client services at Satcom Direct Inc., Melbourne, Fla., says it’s the numbers that explain why this matters. “In 2023, the cost of cyber data breaches averaged around US$4.45 million. This doesn’t include reputational damage. Alarmingly, the average time to detect a violation was nearly four months. With 53% of users not changing passwords regularly or recycling the same password across different accounts and additionally, an alarming 57% of users writing passwords on sticky notes for all to see, some eight billion data records were compromised.”

Wheeler adds that “if your airframe is connected to your organization’s internal network or intranet and there are no cyber protocols or strategies in place, passengers are as vulnerable on the aircraft as if they were sitting in a coffee shop. Altitude does not make data exchange secure. If the internet is visible to the aircraft, then the aircraft data is visible to the internet. Aviation cybersecurity is like terrestrial cyber security in that it operates via an extensive supply chain network and as such airports, FBOs, trip planners, fuel management systems, caterers etc. can all affect cyber vigilance.” 

Satcom Direct EIS training gives crew, flight department and ops team essential understanding of onboard connectivity systems. (Photo: Satcom Direct)

Preventing Aviation Cyberattacks 

To minimize the risks of aviation cyberattacks, aviation companies are taking appropriate measures. National Business Aviation Association’s (NBAA) Security Council recommends that operators take the following steps to help protect their companies: 

• Assess the level of risk for the aircraft and mobile devices based on location and operation 
• Develop formal policies regarding the use, storage and sharing of flight department data that mitigate the risks of hacking or corruption 
• Establish best practices for device usage, especially away from the home network (i.e. international travel, etc.) 
• Protect aircraft identification information by prohibiting public distribution of aircraft photos, registration information and other identifying features 
• Publish social media usage and network policies that mitigate the risk of sensitive data leaking from the organization 

Organizations and operators must actively educate their staff, suppliers and passengers about what can be done to reduce a cyber event. Training and education are essential. Satcom Direct runs cyber awareness courses constantly updated for aviation IT professionals, crew and passengers. Its Aviation CyberThreat Awareness course is designed specifically for business aviation professionals, owners and operators. The program navigates the complexities of security and cyber threat prevention from an aviation perspective. 

“Identifying common hacking techniques, attack methodology and current cybersecurity concerns within aviation supports building awareness about inherent vulnerabilities,” Wheeler says. “Modules relating to data protection during international travel are complemented by information pertaining to the use of personal digital devices before, during and after a flight. [We offer] three levels of service to support cybersecurity mitigation.” Its SD Private Network transforms the aircraft cabin into a secure corporate workspace, effectively making the aircraft as secure as an office while also giving visibility to a network to which typically corporate IT had no access. 

One of Cyviation’s main goals is to educate both the public and aviation professionals about the importance of cybersecurity. “We believe that cyber attacks on aircraft are a matter of when, not if, and we must be prepared for such events,” Arad says. “Continuous education, training and implementation of advanced cybersecurity solutions are crucial to safeguarding aviation from evolving cyber threats.” 

“Cybersecurity is a cross-cutting issue and team sport,” Goodfellow says. “Various parts of organizations (both aviation and non-aviation) need to work together to successfully identify, mitigate and respond to cyber threats.” 

Josh Wheeler, senior director entry into service & client services at Satcom Direct Inc. (photo: Satcom Direct)

Aviation Cybersecurity Evolution 

Aviation cyber attacks didn’t just start overnight, but Goodfellow says, “At first, little attention was paid to cybersecurity in aviation. We started with simple CRC checks and similar mechanisms, mainly to ensure data integrity in the system, without worrying about any threat actors. Beginning in the late 2000s, ICAO began to work on how cybersecurity was going to factor into and potentially impact aeronautical communications systems and equipment. Currently, cybersecurity in ICAO is a very active area of work, involving international organizations, government, industry, academia and other stakeholders who are all working to help develop practical and pragmatic solutions to problems in their respective spaces.” 

Cybersecurity is a dynamic sector and Wheeler says the changing practices of malevolent actors partly trigger its evolution. “As the attacks become more sophisticated, the response or proactive protection needs to evolve. It really is a game of cat and mouse, not just for aviation but for all users of technology platforms.” 

Recent cyber-attack developments include the increased use of AI technology and machine learning to target victims and evade detection layers. AI-powered phishing/smishing/vishing attacks and deep-fake scams are also on the rise. Simple computer viruses and Trojan horses have transformed into highly sophisticated ransomware, spyware and advanced persistent threats (APTs). Malware is designed to disrupt operations and steal data and funds. 

Wheeler says a notable development in the cyber security sphere is the increase in nation/state-sponsored cyberattacks. “Such attacks are carried out for espionage, to sabotage critical infrastructure and can influence geo-political events. With each new development comes an equal and opposite development in terms of cybersecurity. However, the key recommendation is that aviation organizations, stakeholders, and suppliers be cyber vigilant and employ various tools to mitigate the threat. A combination of human understanding, implementation of tech protocols and investment in robust cyber management solutions can help protect aviation assets.” 

Aviation Cybersecurity Strategies 

A robust aviation cybersecurity strategy combines advanced technology with continuous education and training. Since no solution can be entirely foolproof against cyberattacks, Arad stresses it is essential to maintain a high level of awareness and preparedness. “At Cyviation, we offer a comprehensive suite of products that complement each other, including SkyRay for assessment and mitigation, SkyWiz for training, Sky Beep as a cockpit device, and SkySIEM for event management. These tools, combined with ongoing training, form the backbone of a strong cybersecurity strategy.” 

ICAO has developed a cybersecurity strategy that includes seven pillars (www.icao.int/aviationcybersecurity/Pages/Aviation-Cybersecurity-Strategy.aspx) that cover the most important factors in protecting from, recognizing and addressing cyber threats. “People are often the most important defense against cyber threats, which is why there is a dedicated pillar in the strategy on training and awareness,” Goodfellow explains. “Apart from this, good cyber-hygiene—making sure that systems, training and procedures are up to date, etc.—and having staff being cyber-aware are some key best practices.” 

Wheeler explains an effective cyberstrategy is driven by cyber awareness, vigilance and education. “Recognizing that the cyber landscape is dynamic and then implementing the right technologies, policies, procedures and controls to implement solid security management systems are vital. Operators need to discuss all these elements with their connectivity provider to reduce risk. The in-flight connectivity must be paired with a robust, secure ground infrastructure that can support secure connectivity solutions. There is no one size fits all and the operator must trust the connectivity provider to tailor the security system according to their needs.” 

Wheeler lists the following questions for flight departments/fleet operators/owners to ask: 

• Do you have a cyber protocol in place if someone asks for it? 
• Is the company hardware and software updated with patches, security updates, and firmware updates? Do you ask your vendors about their cyber activity? 
• Are passengers allowed to bring non-corporate/non-qualified digital devices (phones, tablets, etc.) aboard the aircraft? 
• Is the onboard wireless network encrypted and are scheduled password changes made? 

Passwords, Procedures and Protocol 

One of the easiest, yet frequently overlooked cybersecurity solutions is having a robust password that is changed regularly. Wheeler says many business aircraft operators fail to implement this option. “Some CEOs and owners just want to get online and connect and passwords are deemed an inconvenience. Alarmingly, many jets are not configured with their own passwords.” 

Wheeler cites the following procedures and protocol (most of which simple actions) for protecting against cyberattacks:  

• Using passwords to protect cabin Wi-Fi is an obvious one. Flight departments can be reluctant to create Wi-Fi passwords due to the perceived inconvenience to passengers, yet the inconvenience of learning a password far outweighs the potential risks. You can even put passwords into a QR code for passengers to scan when they board. 
• Interestingly password length trumps complexity in terms of strength as it is harder for the decoders to crack a long password, say the first line of a favorite song, than it is to figure out a short password that includes numbers, special characters and letters. 
• Think before connecting. It is better to switch off auto-connect and actively decide which Wi-Fi networks to connect to if you’re in a public space, an FBO, or MRO. If you’re not sure the Wi-Fi is legitimate, stay on the cellular network. 
• Make a habit of locking devices and securing them with a password. Don’t use a USB drive unless you know it is yours. 
• Don’t plug devices into unfamiliar docking stations. 
• If you travel, use a virtual private network, VPN, for an encrypted connection. This creates another layer of defense when logging on to a hotel or FBO network. 
• Equally, when traveling to a new country, ask the technology department to confirm if it is high risk in terms of cyber events and if it is, leave data-rich devices at home and use loaner devices. 

The Satcom Direct Data Center Attack Map indicates attempted cyber events. (Photo: Satcom Direct)

Encryption 

Encryption plays a strong role in cybersecurity, and is vital to ensure the integrity and confidentiality of data within aircraft systems. Goodfellow says encryption is made even more challenging in aviation because of the nature of the avionics that are widely deployed. “High levels of encryption add a computational cost in aeronautical communications that some installed avionics are not able to handle and therefore decisions need to be carefully made on the tradeoffs with respect to achieving the desired level of security with the required level of safety performance for those systems. Encryption plays a key role in digital signatures that the industry relies on for maintenance and configuration control such as ensuring that software parts have not been modified, that LRUs are correctly adopted by the aircraft, and that PDLs are correctly authenticated.” 

Many aircraft systems currently lack adequate encryption, exposing them to potential cyber threats. Cyviation can identify vulnerabilities in aircraft systems caused by inadequate encryption and recommend implementing robust encryption protocols and hardening systems to protect against unauthorized access and cyberattacks. 

While Satcom Direct links are encrypted by the provider, Wheeler says the encryption ends once the traffic reaches the ground station. “If this ground station is hosted in a country with a high risk for data compromise, passengers may want to consider encrypting data over the entire internet. VPNs can be tricky on an aircraft as most VPNs come at a high data cost.” 

Aviation Cybersecurity Regulations and Standards 

Earlier this year, the U.S. National Institute of Standards and Technology (NIST) released version 2.0 of its Cybersecurity Framework. These updated guidelines provide a template for the aviation community to follow; it’s a joint effort across several nations, all providing guidance. 

Wheeler explains that there are other guidelines in place. “The International Air Transport Association (IATA) has prepared a useful document that explores risks and solutions for aviation, and regulatory frameworks are being created at regional levels. The industry is aware, but we would benefit from further cooperation and knowledge sharing.” 

IATA supports industry-wide aviation cybersecurity activities to coordinate and calibrate, through advocacy, standards, services and guidance material development, for the most appropriate level of holistic cybermaturity for the industry. IATA’s Aviation Cybersecurity Strategy is focused on three main principles in support of the airline industry. 

1. Communities of Trust: development of communities of trust among the different stakeholders to tackle complex challenges over aviation cybersecurity and resilience. 
2. Information Exchange, Standards and Recommended Practices: articulation and coordination of different activities and forums in support of better awareness and information exchange as well as the development of standards and recommended practices and guidance material. 
3. Center of Excellence: establishment of strong collaborations for increased knowledge and crosspollination of ideas. 

Initially, aviation cybersecurity focused primarily on IT and OT systems on the ground; however, Arad says over the past three years, there has been a noticeable increase in “technical glitches” on aircraft, prompting regulatory bodies to address these threats more rigorously. “New regulations are now being implemented to ensure that potential cyber vulnerabilities are proactively assessed and mitigated, reflecting the evolving nature of cybersecurity in aviation. Both EASA and the FAA have issued new regulations that mandate proactive assessment and mitigation of potential cyber vulnerabilities in aviation. These regulations are designed to ensure that airlines and other aviation stakeholders take necessary steps to protect aircraft and associated systems from cyber threats.” 

ICAO is rolling out standards and guidance materials for secured IPS connectivity to the ACD as aircraft communications evolve from OSI to IPS solutions. ICAO is also working on standards for using digital identities to secure navigation augmentation systems such as SBAS to reduce the threat of spoofing, especially when receiving signals from multiple satellite constellations at the same time (DFMC). Goodfellow explains, “Currently ICAO has Annex 17 standard 4.9.1 which is directly applicable to cybersecurity. Other ICAO Annexes (e.g. Annex 10 – Aeronautical Communications) also have cybersecurity-related standards, and ICAO has also developed several guidance documents for cyber-related topics. Other industry associations such as EUROCAE and RTCA have standards such as ED-200 series and DO-326A that are focused on the manufacturing industry.” 

In August 2024, the Federal Aviation Administration proposed rulemaking that would impose new design standards to address cybersecurity threats for transport category airplanes, engines and propellers. The intended effect of this proposed action is to standardize the FAA’s criteria for addressing cybersecurity threats, reducing certification costs and time while maintaining the same level of safety provided by current special conditions. 

The FAA proposes to add new regulations to and revise certain existing regulations in title 14, Code of Federal Regulations (14 CFR) part 25 (Airworthiness Standards: Transport Category Airplanes), part 33 (Airworthiness Standards: Aircraft Engines), and part 35 (Airworthiness Standards: Propellers). These changes would introduce type certification and continued airworthiness requirements to protect the equipment, systems and networks of transport category airplanes, engines and propellers against intentional unauthorized electronic interactions (IUEI) that could create safety hazards. Design approval applicants would be required to identify, assess and mitigate such hazards, and develop Instructions for Continued Airworthiness (ICA) that would ensure such protections continue in service. Proposed changes to parts 25, 33, and 35 would mandate such protection and apply to applicants for design approval of transport category airplanes, engines and propellers.

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Army Completes Initial Flight Demos, MOSA Evaluation With FTUAS Prototypes – Sept. 11

The Army has completed initial flight demonstrations and Modular Open Systems Approach (MOSA) evaluations with Textron Systems and Griffon Aerospace’s offerings for the Future Tactical UAS (FTUAS) program, the service said on Tuesday.

The update on the latest FTUAS milestones arrives as the two firms continue prototype development ahead of delivering production-representative test systems to the Army and the service’s plans to potentially move into procurement in 2026.

“Each vendor will continue prototype development, incorporate feedback and lessons learned and deliver production representative prototypes for use in future government-led testing at [the Redstone Test Center in Huntsville, Alabama] ultimately informing the Army’s selection for the FTUAS program of record,” the Army said on Tuesday.

The Army in September 2023 selected Textron and Griffon Aerospace to move forward in the prototyping effort to develop an enduring FTUAS capability, and in April awarded the third and fourth contract options for the FTUAS prototyping effort following a critical design review with the two firms’ offerings.

Option 3 is covering flight demonstrations and the MOSA verification testing, while Option 4 will include delivery of production representative prototypes for further testing and operational demonstrations that will culminate in a production readiness review.

Textron is offering its Aerosonde Mk. 4.8 Hybrid Quad UAS and Griffon Aerospace is pitching 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.

The MOSA conformance evaluations occurred in May, the Army said, and involved replacing each the mission computers on each vendors’ prototypes with a third-party surrogate mission computer and a mix of third-party and vendor software.

“Swapping the hardware and software allowed an independent assessor to measure the openness and modularity of the prototype systems to determine the extent to which MOSA objectives were satisfied. This MOSA conformance verification demonstrated early implementation of and alignment with required MOSA functional boundaries and will serve as a model for follow-on MOSA evaluations,” the Army said. FTUAS’ [MOSA] approach allows the system to keep pace with technology through rapid capability insertion.”

The flight demonstrations at the Redstone Test Center occurred after the MOSA verification event, with Texton and Griffin Aerospace conducting multiple flights to demonstrate their offerings’ capabilities for Vertical Takeoff and Landing (VTOL), reduced acoustic signature, on-the-move command and control, rapid emplacement, system integration and flight performance, the Army noted.

Brig. Gen. David Phillips, the Army’s program executive officer for aviation, told reporters in April the Army’s FTUAS prototyping effort will inform its push to “aggressively” get after procurement plans, potentially looking at 2026 to begin buying the new drone systems.

“We’re still in competition there, but we’ll have both those aircraft built and we’ll have them out in the field here getting tested later this year is what we anticipate. We’ll get that feedback in, incorporate it into any final design updates or test updates and then move forward with the program starting out in ‘26 with procurement. We’re posturing ourselves appropriately there to aggressively get after procurement with the resources that we’re provided,” Phillips said at the time.

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Boeing Commercial Airplanes Workers On Strike After Union Members Reject Contract Offer – Sept. 13

More than 30,000 Boeing employees began a strike on Sept. 13 at the company’s Commercial Airplanes’ facilities in the Pacific Northwest after union members voted overwhelmingly last Thursday to reject the company’s contract offer.

Nearly 95 percent of International Association of Machinists and Aerospace Workers District 751 and District 24 members voted against the four-year contract, and 96 percent voted to strike. Boeing’s previous contract with the union expired last Thursday, Sept. 12.

The company said the next step is to resume contract negotiations.

Some of the work done by Boeing Commercial Airplanes in Seattle includes derivatives of commercial aircraft for the Navy’s P-8 Poseidon anti-submarine warfare aircraft and the Air Force’s KC-46A aerial refueling tanker.

Jefferies aerospace and defense analyst Sheila Kahyaoglu said in a client note Sept. 13 that in 2008, which is the most recent strike by union members in the Pacific Northwest, Boeing delayed delivery of more than 100 aircraft, and took hits of $1.2 billion to net income and $2.5 billion to free cash flow. That strike lasted 58 days.

IAM 751 and W24 members rejected a contract offer, which their leadership had recommended, that would have provided a 25 percent general wage hike over the four years, added retirement benefits, and lowered healthcare costs. Some union members have lobbied for a 40 percent wage increase.

A version of this story originally appeared in affiliate publication Defense Daily.

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Starlink Lands United Deal for the Airline’s Full Fleet – Sept. 13

United Airlines tapped Starlink as its in-flight connectivity (IFC) provider, announcing a deal on Friday to equip the airline’s entire fleet with Starlink and offer the service to passengers for free. 

United said this deal covers all aircraft, both mainline and regional, which is more than 1,000 planes. Installation will take place over the next several years. Testing begins in early 2025 with the first passenger flights expected later that year.

United currently has four Wi-Fi providers, and works with Gogo (now part of Intelsat), Panasonic, Thales, and Viasat on different planes and routes. 

“Everything you can do on the ground, you’ll soon be able to do onboard a United plane at 35,000 feet, just about anywhere in the world,” said United CEO Scott Kirby. “This connectivity opens the door for an even better inflight entertainment experience, in every seatback – more content, that’s more personalized. United’s culture of innovation is, once again, delivering big for our customers.”

This is the largest airline to go with Starlink’s service. Starlink has also signed deals with Qatar Airways, Hawaiian Airlines, Latvian airline airBaltic, Japan’s Zipair, and charter operator JSX. 

United Passengers can use Starlink connectivity on their personal devices and seatback screens. United said that it has nearly 100,000 seatback screens and plans to grow these numbers with new airplanes and retrofits. The Starlink service via the Low-Earth Orbit (LEO) satellite constellation will support applications like live streaming, working in cloud applications, gaming, and support with the United app. 

“We’re excited to team up with United Airlines to transform the inflight experience,” said Gwynne Shotwell, president and COO of SpaceX. “With Starlink onboard your United flight, you’ll have access to the world’s most advanced high-speed internet from gate to gate, and all the miles in between.”

United follows Delta in making IFC service free for customers. Delta is working with Viasat and Hughes Network Systems for satellite connectivity. 

A version of this story originally appeared in affiliate publication Via Satellite.

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Piasecki Aircraft Achieves Historic Milestone With First Flight of Aerial Reconfigurable Embedded System (ARES) Tilt-Duct VTOL Vehicle – Sept. 10

ESSINGTON, Pa., September 10, 2024 (Newswire.com) – In an aviation milestone, Piasecki Aircraft Corporation (PiAC) successfully conducted the first flight of its innovative proof of concept tilt-duct Aerial Reconfigurable Embedded System Demonstration Vehicle (ARES-DV), marking a significant leap forward in vertical take-off and landing (VTOL) technology. The flight event, which consisted of two tethered hover flights, is the first step in a program to demonstrate the potential of ARES to revolutionize autonomous airborne casualty evacuation (CASEVAC), cargo resupply, and provide other multi-mission capabilities in support of small distributed combat units. This flight represents a commencement milestone in Piasecki’s experimental flight test program sponsored by the U.S. Air Force and Army under a $37 million Strategic Funding Initiative (STRATFI).

ARES is a modular multi-mission tilt-duct VTOL vehicle that can be operated as an unmanned aerial system (UAS) or with an optional manned flight module. ARES is designed with a small landing footprint to enable shipboard and expeditionary operations as well as provide embedded multi-mission C4I, ISR, combat, and logistics support to small, distributed combat forces operating over extended distances and in complex terrain. Rapidly reconfigurable Mission Payload Modules are supported by a common Flight Module to deliver multi-mission flexibility with significantly reduced overall logistics footprint and cost.

The ARES-DV Flight Module lifted off from Piasecki’s West Helipad in Essington, Pennsylvania, on Friday, September 6, and achieved a sustained hover for a duration of approximately one minute before descending. Upon landing, the team attached the U.S. Army’s Mobile Multiple Mission Module (M4) to the ARES-DV Flight Module, and conducted a second successful one-minute hover, demonstrating the ability of its triplex fly-by-wire flight control system to sustain a stable hover in multiple configurations and a dynamic ground environment.

“Since its origins as a DARPA conceptual design project, Piasecki has led ARES through years of research and development — design iterations, rigorous component testing, system level validation, and more — to mature the technology leading up to today’s landmark achievement. ARES represents another significant milestone in Piasecki’s 80-year history of bringing innovation to flight,” said John Piasecki, CEO of Piasecki Aircraft. “I’d like to thank our Air Force and Army customers as well as our dedicated employees and partners for their continued support as we move forward with the next phases of development. After successfully expanding the aircraft’s flight envelope, we will implement modifications to enable flight demonstration of a fully autonomous CASEVAC and logistics resupply capability. Successful flight demonstration of the ARES proof of concept demonstrator significantly reduces risk and accelerates the development timeline for a family of operational tilt-duct configurations for multi-mission VTOL UAS and high-speed VTOL applications.”

“ARES creates a new baseline for VTOL technology applied to heavy-payload, time-critical logistics crucial for dispersed operations,” said Barth Shenk, Program Manager at Air Force Research Laboratory.

ARES features Honeywell Aerospace’s Compact Fly-By-Wire system, an integrated flight control system that is both lightweight and robust. Designed to fit into the limited space available on smaller aircraft, this state-of-the-art system provides safety-critical flight control capabilities typically found in much larger airliners and advanced fighter aircraft. It enables precise handling and stability across a wide range of flight conditions, thereby enhancing safety and performance — and is especially advantageous for VTOLs, where space is at a premium and weight efficiency is paramount.

“The application of Honeywell’s Compact Fly By Wire in the ARES-DV not only showcases the ability of this technology to support a future multi-mission VTOL aircraft but also the great cooperation between Honeywell and Piasecki in a fast-moving program,” said Dave Shilliday, VP & GM, Advanced Air Mobility, Honeywell Aerospace Technologies.

The hover test flight was funded by an Army SBIR Sequential Phase II contract and by an Air Force TACFI Sequential SBIR II award. In November 2023, Piasecki announced that it was awarded a $37 million multi-year contract by AFWERX, the Air Force’s innovation arm, in conjunction with the Air Force Research Laboratory (AFRL) and Army Medical Research and Development Command (MRDC), as part of its Strategic Funding Increase (STRATFI) program to accelerate ARES development and flight testing, among other advanced VTOL enabling technologies.

“We are deeply grateful to all our supporters, especially the visionary leadership and commitment of AFRL and TATRC,” Piasecki added.

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USAF Building New Site for Testing B-2 Flight Component RCS and Antenna Calibration

By September next year, the U.S. Air Force is to establish a new Composite Aircraft Antenna Calibration Facility (CAACF) at Hill AFB, Utah for testing flight components’ radar cross section (RCS) and antenna calibration of the Northrop Grumman B-2 bomber.

The 309th Maintenance Support Group at Ogden Air Logistics Complex is adapting the Resonant Adaptive Zonal Radar (RAZR) to test B-2 RCS at Ogden, while the Air Force builds CAACF.

Resonant Sciences, a small business in Beavercreek, Ohio outside Dayton, builds RAZR–a robotic monitor that depot and field mechanics use after a B-2 mission to inspect the aircraft’s composite material to pinpoint areas that need repair.

RAZR has been among B-2 program efforts that have saved 15,000 maintenance man hours per year, Scott Carlson, Air Force Life Cycle Management Center’s deputy system program officer for the B-2, said in July.

In the last two years, the Air Force has funded seven RAZRs.

“The CAACF will be a dual use facility for RCS testing of B-2 flight control components and for calibrating composite aircraft antennas,” according to a Wednesday business notice. “Hill AFB procured the RAZR to be used with the B-2 composite flight control surfaces RCS testing. This SOW [statement of work] pertains to the new RCS system to be used for the B-2 RCS testing.”

The B-2 program has said that it wants to reduce low-observable (LO) maintenance costs and time, which reduced the stealth bomber’s mission capable rate to 56 percent last year (Defense Daily, Aug. 2). The LO effort comes under the B-2’s Low Observable Signature and Supportable Modifications (LOSSM) relatively scant funding line. In fiscal 2025, the Air Force requested $1 million for LOSSM, which the service said “supports the B-2 ability to penetrate anti-access combat environments, performing missions directed by the National Command Authority while ensuring aircrew survivability.”

A version of this story originally appeared in affiliate publication Defense Daily.

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Enhanced Flight Vision Systems Today Into The Future

Part Two in a series looking at the status of Enhanced Flight Vision Systems (EFVS), which provide greater situation awareness and improved visual clarity for enhanced navigational safety and efficient operations.

Synthetic Vision

Synthetic vision guidance systems provide pilots with a synthesized, clear view of the terrain and navigational guidance, even when the view out the window is obscured by weather conditions or low light. Collins’ synthetic vision system provides ground navigation data for pilots landing at small airfields.

Thea Feyereisen, senior technical fellow at Aerospace Advanced Technology, Honeywell, Minneapolis, says Synthetic Vision Guidance System (SVGS) components include synthetic vision (terrain and obstacle database), high-integrity runway database, ownership position monitors and advanced symbology (i.e., HUD-like including flight path vector, speed deviation and acceleration cue) to enable the pilot lower than standard minimums.

“EFVS enhances this synthetic view with real-time images, giving pilots a complete view of their surroundings through the HUD in any operating environment,” Brown says. Collins Aerospace’s real-time 3-D terrain mapping creates precise virtual representations of the environment—such as terrain, obstacles, airports and runways—to provide a comprehensive picture of the pilot’s surroundings to enhance situational awareness.

“We’ve also developed Combined Vision Systems (CVS) which integrates SVS with Enhanced Vision Systems (EVS) and are visible on our high-definition Head-Up Displays (HUD),” Brown says. “CVS is available for a wide variety of aircraft, including those operating the Collins Compact HUD. These technologies seamlessly blend to provide a holistic view of the environment, high-fidelity flight information and a wider field of view to lessen pilot workload and improve critical decision making. When pilots see the Collins CVS, they are blown away by the quality of the imagery. The fidelity and detail provided are a game changer for pilots who need to operate in any environmental condition.”

SVGS capable aircraft can enable pilots to fly a special authorization Category I Instrument Landing System (CAT I ILS) to 150 feet vs 200 feet Decision Altitude/Decision Height (DA/DH). “In the future SVGS will enable lower minimums on unrestricted LPV approaches from 200 to 150 and reduce further the minimums on CAT I ILS from 200 to 100 (today is 150 feet) DA/DH,” Feyereisen says. “An SVGS approach extends the instrument segment, whereas and EFVS extends the visual segment of the approach. An aircraft equipped with SVGS can lower the altitude (e.g., detect at 150ft vs 200ft) from which the runway environment cues must be seen by the pilot with the EFVS sensor to transition to visual approach and landing.”

Both SVGS and EFVS aim to enhance situational awareness in low-visibility conditions, but their primary difference lies in the technology used and the operational credits they provide. Yahav contends, “SVGS provides limited operational credit in certain scenarios, while EFVS provides significantly more credit, deeming SVGS irrelevant when EFVS is installed. SVGS continue to be limited, requiring head-down operations to look at the graphical displays installed on the flight deck. We believe flying should be performed heads up, with pilots focused outside the cockpit on their surrounding environment.”

Artificial Intelligence and EFVS

Artificial intelligence (AI) is playing an increasingly beneficial role in EFVS during flight. According to Brown, “AI algorithms can process and enhance images, detect and recognize objects within the aircraft’s vicinity, and identify potential terrain and obstacle hazards.”

With obstacle recognition and detection, Feyereisen says, the SVS picture in general, is always going to be more consistent and “better looking” than the EFVS. “However, the SVS is not real time, so it does not detect a hazard that is not in its database, e.g., a moose that has stumbled onto the runway! MMWR have excellent all-weather penetration capabilities, but the image quality and update rate for a commercial system does not meet the required visual quality requirements to be equivalent to natural vision like today’s IR sensors.”

One concept being explored is leveraging AI for image/obstacle detection to confirm runway location and hazard detection to extend the capabilities of SVGS/SVS. Kumar believes the pilot gets to fly with the well-formed and useable SVS, but there if there is an issue with the navigation position or an unanticipated obstacle like a vehicle or animal on the runway, the pilot would maintain situational awareness equivalent to visual conditions.

“The fusion of different data modalities, i.e., radar, lidar, cameras, and real-time position and high integrity databases through machine learning and AI processing has made significant progresses toward autonomous vehicle operations in urban environment,” He says. “The advancement can potentially be leveraged into aviation domain for improving EFVS systems.”

Universal Avionics began incorporating artificial intelligence with Aperture long before the AI revolution. A lot of information is captured from video sources, not all of which can be processed by the human brain in real time to make proactive decisions quickly. “We are leveraging AI to better understand the video captured from our enhanced vision system,” Yahav says. “This is similar to the automotive industry’s autopilot features, which rely on visual information captured by cameras and sensors to navigate the vehicle. Universal’s Aperture will be the first product to bring this sensor-fusion technology to aviation, first certified last year and already being developed in OEM solutions by our customers.”

EFVS Regulatory Updates

The FAA continues to define new standards for EFVS through their work with the RTCA SC-213 special committee. “Co-chaired by Universal Avionics and represented by Troy Niles, senior principal engineer for EFVS, the committee aligns with the latest developments of ClearVision and is backed by our subject expertise,” Yahav says. “Universal Avionics is also the first company to utilize the 50% operational credit allowed by the FAA. The FAA and EASA are also working together to define regulations for certifying AI, the same direction that Universal Avionics is moving towards with its upcoming avionics innovations.”

RTCA SC-213, which is harmonized with EUROCAE WG79, is expected to release two new Minimum Acceptable Performance Standards (MASPS) later this year: Document DO-407/ED-326 for Synthetic and Combined Vision Systems and DO-408/ED-327 for Enhanced Vision Systems. Thea Feyereisen is chair of the SVS/CVS document and Randy Bailey, NASA, is chair of the EFVS/EVS document. Both documents have been sent out to the industry for final review and comment and the comments are in the process of being dispositioned.

Once that review process is complete, the documents will be sent to RTCA and EUROCAE management for formal approval and release. “The great thing about these new documents is that they combine content from multiple previous documents that have been released over the past dozen-plus years into one, making it much easier for applicants to point to just one (or two) documents, rather than having to work through multiple documents to identify the requirements and compliance demonstration,” Feyereisen says.

Brown explains that he is seeing, “regulatory bodies around the world update their guidelines to include EFVS operations, which will help bring the benefits of this technology to more parts of the globe.”

EFVS Looks to the Future

EFVS is here to stay, and Brown believes its future is bright. “The benefits for safety and more efficient operations are clear, and we believe these benefits will compel more and more operators to select this feature.”

With the changing of airfield lighting from incandescent to LED, Feyereisen cautions the visual advantage previously afforded to EFVS will be lost. “Operators are looking toward vision systems that provide enhanced situation awareness gate-to-gate.”

He believes advanced SVS features like 3-D airport moving map and SVGS capabilities, including lowering the instrument segment for both ILS and LPV approaches, will see more attention and emphasis. “Operators will want these enhancements to both the Head Up Display (HUD) and head down display.”

Overall, Brown predicts, “More and more aircraft OEMs and operators will make this a requirement versus a ‘nice-to-have’ as they learn about and experience the benefits of EFVS. We will see new and better cameras and sensor integration, along with AI to improve the qualities and usability of the systems.”

“We believe that the commercial market will follow the military market, as is the case with many other emerging technologies,” Yahav says. “Pilots will be able to fly heads up in all phases of flight, taking advantage of this intuitive operational capability. As EFVS technology becomes more available and affordable for general aviation, helicopters and commercial airlines, it will no longer be seen as a luxury add-on feature that is nice to have. Enhanced vision will become integral as a baseline configuration requirement for airlines looking to maximize safety, boost productivity, and meet sustainability initiatives.” 

The post Enhanced Flight Vision Systems Today Into The Future appeared first on Avionics International.

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4 Airlines Share Their Perspectives on the IFC Market

With the arrival of the multi-orbit era and airlines making decisions on how they will use satellite connectivity going forward, the market for in-flight connectivity (IFC) has entered an exciting phase. The past year has seen a flurry of IFC deals with satellite operators as airlines invest in fleet upgrades, new aircraft, and passenger experience.

In this feature, rather than talking to the satellite community, Via Satellite spoke to four airlines about their next-generation connectivity plans and how they might invest in satellite to bring those plans into reality.

Alaska Airlines

Alaska Airlines is a major U.S. airline that carries over 44 million passengers a year. Like many airlines, it is keenly evaluating and assessing the market, as more satellite options become apparent. David Scotland, In-Flight Experience and Product Technology Director for Alaska Airlines, tells Via Satellite that while Starlink has the first mover advantage in Low-Earth Orbit (LEO), and the product is compelling, it doesn’t necessarily mean Starlink will dominate this market.

“We’ve seen this before with Gogo’s original air-to-ground (ATG) system and then Viasat HTS. Competitors catch up and sometimes eclipse the first mover. Starlink is new to IFC and we’ve seen a lot of maturity in how they approach airlines both from technical and business perspectives,” Scotland says. “I trust they’ll continue to mature over time and we’re eager to watch them evolve as they influence the whole industry to deliver better results for guests.”

For airlines, LEO has changed the dynamics of the market. Scotland says LEO is “incredibly appealing” for Alaska Airlines and that it is one of the reasons it decided to work with Intelsat’s hybrid LEO and Geostationary Orbit (GEO) regional jets, in a deal announced in January 2023.

In terms of what is next, Scotland adds, “We’re assessing options for portions of our mainline fleet now and choosing the right antenna technology is critical in our decision making. There’s a lot of development in this space, but few are in service today, so the jury is still out as to reliability.”

One of the key aspects to a successful IFC strategy is having the right equipment. Expanding on the topic of electronically steered antenna (ESA) technology, Scotland says, “ESAs are what we’ve all been wanting from the start. Their smaller size and lack of moving parts are compelling selling points. We’re going to install a first-generation system on our regional jets but we know second, and third-generation ESAs are only a few years off.”

He says Alaska Airlines is sensitive to how fast consumer technology evolves and supplier roadmaps need a view into upgradability. “Whether it’s a new wireless standard requiring a hardware upgrade, or new internet app driving demand for bandwidth to the aircraft and guest, this puts pressure on suppliers to be agile and offer upgrade paths with limited aircraft downtime,” Scotland adds.

How can the satellite industry improve its dealings with the airline community? Scotland says the answer is in transparency.

“One area where the [satellite] community could improve is in the provision of greater transparency into the quality of service offered in different geographies, on different days, and on different space assets,” he says. “This will be critical to understanding what our guests are actually getting in terms of experience. In turn, we can help operators plan for seasonal changes that could impact usage — whether it be due to guest demographics or flight schedules.”

In terms of where the market is going and what Alaska Airlines is influenced by, he says he is more interested in the IFC supplier side than the airline side. He cites some examples.

“On the airline front, Delta clearly disrupted the market with free, but IFC suppliers Intelsat and Anuvu have made huge strides in the past several years to upgrade their service. Intelsat was always good, but their network is even better now. Anuvu’s service on Southwest is a night and day difference from just a few years ago,” he says. “Additionally, Panasonic deserves credit for improving the most on the global scene. I’d say the most intriguing thing to me personally is the Airbus HBCPlus program. An agnostic antenna that we can shop service around with is extremely interesting.”

Iberia

Iberia is one of the largest European airlines and with nearly 170 aircraft in service and flights to almost 140 cities across the world. IFC has become a vital component of the airline’s strategy.

Iberia Director of Customer Experience Melanie Berry tells Via Satellite that the airline now has 95 percent of its fleet connected. Berry does not see LEO technology as a game-changer, and says antenna technology is more critical.

“I think the real ‘game changer’ will be agnostic antennas, because then we will have the same opportunity we do have at home. If we don’t like the option we have with option A, we go with option B,” she says. “We don’t have that right now. We make a commitment to an aircraft and it is the hardware that belongs with that provider. It is very cost-prohibitive [to change providers]. There is a lot of work to do on the aircraft. I think the development of agnostic antennas is going to give us all a lot more flexibility and a lot more choice, and maybe things will start to move a lot quicker once we get to this point.”

Iberia, like a number of airlines, has high expectations of the satellite industry. Berry is not the first to talk about more flexible antennas, but there are other challenges that she thinks airlines face. Berry says her biggest frustration and the thing that needs to change more than anything is how service level agreements (SLAs) are managed.

“In the past, it has been if there is a heartbeat to the aircraft, then the aircraft is connected, we are doing our job. My measure is — if nobody is connected, regardless if there is a heartbeat to the aircraft, there is a problem. We get lulled into a sense of security that is not correct. The reports will say the service level was 100 percent, so why couldn’t X percent of our customers connect? Antennas, yes, are an issue. We really need to rethink SLAs and that we are measuring the right things so we can improve things for the future.”

While better SLAs and agnostic antennas are part of Berry’s wishlist, the airline has made strong progress with its IFC strategy in recent times. She believes the future is about personalization and digitalization. In order to do this more effectively, Berry says the airline needs connected aircraft, crew, and suppliers. Interestingly, thanks to customer feedback, the airline is finding success using WhatsApp as a way of connecting with customers.

The airline has been using WhatsApp as a communication channel for customers since 2019. Berry describes it as a “work in progress,” but it’s a big part of the company’s personalization strategy.

“It is almost like a digital concierge. Customers can use WhatsApp to check in, obtain their boarding pass and receive flight notifications, among other options,” Berry says. “The feedback we have had is amazing. For me, one of the most rewarding moments was when I was walking in Madrid airport at 5 a.m., and this couple behind us, the man talked about the Iberia WhatsApp service. He wanted his wife to try it, as he thought it was fantastic.”

Despite a lot of consolidation and new players entering the market, Berry does not expect one player on the satellite side to dominate it. She says, “We have three different connectivity providers right now. All of them have made significant improvements over the last few years. We are continuing to work towards what that future looks like. I think Starlink is definitely interesting, but there are lots of interesting things going on in the market. I am not sure they [Starlink] will dominate it. I think there is room for everybody.”

However, in terms of what the next big decisions are for Iberia, it comes back to antennas. Berry says, “We are at a moment where we are trying to understand the life of antennas because we are starting to see a few more failing. So, like everything, there is a specific life. We are looking at when is the right moment to start thinking about changing them. Agnostic antennas aren’t quite there yet. How ready is the world for change?”

Icelandair

While Iceland may not be the biggest country in Europe, Icelandair has long been one of the pioneers in IFC, and has a fleet of just under 50 aircraft. Recently, the company decided to work with Viasat on the next phase of its IFC strategy.

Helga Huld Bjarnadottir, director of Customer Experience and Loyalty for Icelandair, tells Via Satellite the thinking behind choosing Viasat for its Wi-Fi services on all Icelandair 737 MAX aircraft. This deal was announced in March this year. Bjarnadottir recounts how the airline previously worked with Anuvu when it introduced Wi-Fi on the 757 fleet. When the company looked to equip its new Airbus fleet, she says they went through an evaluation of all options, including LEO providers like Starlink.

“In our assessment, we considered various factors such as cost, technological development, and bandwidth capabilities. Ultimately, we found that Viasat offered the best combination of performance, reliability, and cost-effectiveness for our needs,” she says.

Like many airlines, frustrations have come less from the service offerings from customers, and more from the potential to switch providers should the need arise. Bjarnadottir says, “When you have started a partnership with a Wi-Fi provider, it is a long-term relationship since the equipment is different between companies and it is complicated to replace. It is no easy task to move to another provider if you are unhappy with the services. The key is to do thorough research and pick a partner that shares your vision.”

Bjarnadottir believes the IFC market has been evolving with various trends shaping its landscape. From her perspective, she believes it is crucial for each airline to approach this market uniquely, considering their specific needs and objectives. Bjarnadottir talks of personalization standing out as a particular trend as airlines navigate how to effectively integrate it into their strategies. “The key question revolves around the extent to which personalization is incorporated and how it enhances the overall passenger experience. As the market continues to evolve, finding the right balance between innovation and personalized service will be essential for success,” she adds.

Icelandair’s primary focus is on ensuring the success of its business strategy in terms of its cost model, customer satisfaction, and delivering a seamless experience. It is consistently evaluating its strategy, seeking opportunities for improvement and development that would enhance ROI.

While Delta Air Lines made the choice to offer Wi-Fi for free, Bjarnadottir does not see Icelandair taking this same route.

“It’s certainly a noteworthy move. We’re carefully analyzing how this aligns with our own objectives and assessing its potential impact on ROI for Icelandair,” she says. “While we remain open to exploring all options, we don’t foresee immediate changes mirroring Delta’s approach.”

The airline’s focus has been primarily on ramping up its operations after the challenges posed by the COVID-19 pandemic. It has been working diligently to increase its flight schedules and return to sustainable operation levels. The airline is approaching delivery of brand-new Airbus A321 LRs later this year.

“We have been designing the interior as well as IFE and IFC systems that will offer even better customer experience,” Bjarnadottir says. “We have been working on ensuring consistency in IFC providers across our aircraft, with that we anticipate greater success and satisfaction among our passengers. This approach aligns with our commitment to providing a seamless and enhanced travel experience, further solidifying Icelandair’s position.”

Aeromexico

Via Satellite interviewed Aeromexico just over seven years ago when it was starting to ramp up its IFC plans. The Latin American airline was one of the early movers in the IFC space. The airline’s strategy right now is to have the entire fleet connected, including its regional aircraft, by the end of 2026, and to continue migrating to an experience that replicates the experience on the ground.

Alejandro Ochoa, In-Flight Technology manager for Aeromexico, believes LEO technology will be a game changer and will generate more competition, making overall costs more affordable and accessible to any passenger, “to the extent that it will be the standard of tomorrow as it is today to have a drink on board.”

He says Starlink could come to dominate the market with its technology and coverage. But, there are issues when looking to partner with a company like Starlink.

“They have frictionless connectivity, this means there is no portal. It could be an issue for some airlines such as Aeromexico, because we want to have contact with the passenger, in order to generate revenue and enhance the experience. This could be a major obstacle,” he says.

One of the main challenges for Aeromexico is to improve its coverage in Asia and South America, where the airline has some key routes. “This is something that the GEO satellite community has to improve, and in case there is no improvement in coverage, you have to look at a mix of LEO and GEO satellites.”

For example, some of Aeromexico’s most important and lucrative routes are to Japan, and South Korea and Ochoa admits there have been “issues” with the coverage. “Improving coverage is super important. It has been difficult to implement a successful Wi-Fi program due to certifications, regulations and technology,” he says.

Aeromexico currently offers free Wi-Fi to business class passengers on our 787 aircraft and is exploring other models, including sponsorship.

Ochoa says the largest challenge is getting the infrastructure in place. “We have had different providers. We need to make sure we can provide a seamless experience between different providers. We know that connectivity is a differentiator in the aviation industry,” he says.

Ochoa is optimistic about the overall state of the IFC market. He believes it is set for robust growth, fueled by technological advancements, rising passenger demand, and strategic industry collaborations. The adoption of satellite-based solutions, particularly LEO and hybrid GEO and LEO satellite constellations, is enhancing connectivity quality and reliability.

“As airlines increasingly view in-flight connectivity as a competitive advantage and a potential revenue stream, they are exploring various business models, including freemium and sponsored services,” he says. “Overall, the IFC market’s future looks promising, with continuous innovation and expansion.”

A version of this story originally appeared in affiliate publication Via Satellite.

The post 4 Airlines Share Their Perspectives on the IFC Market appeared first on Avionics International.

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