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SOUTHEAST AEROSPACE ADDS GI 275D ESI AND CHALLENGER 600 SERIES TO AML STC – Press Release

The Garmin GI 275D Electronic Flight Instrument. (Photo: Southeast Aerospace)

The Garmin GI 275D Electronic Flight Instrument. (Photo: Southeast Aerospace)

The Garmin GI 275D Electronic Flight Instrument. (Photo: Southeast Aerospace)

(Melbourne, FL) March 03, 2025 – Southeast Aerospace, Inc. (SEA), a leader in aerospace solutions, is proud to announce the addition of the Garmin GI 275D Electronic Flight Instrument to our Electronic Standby Instrument (ESI) Approved Model List (AML) Supplemental Type Certificate (STC), now including the Challenger 600 aircraft series.

The GI 275D is a new variant of the GI 275 which features a higher level of certification with Design Assurance Level (DAL) A. This rigorous certification is particularly desirable to aircraft OEMs and operators of larger, more recently built business jets seeking a higher level of design assurance for their electronic standby instruments.

The GI 275D’s advanced design ensures compliance with the most stringent testing standards. The system is designed to fit into standard 3.125-inch instrument panel openings, simplifying installation and maintaining cockpit aesthetics.

“SEA is committed to providing the latest and most reliable avionics solutions for our customers,” said Luke Gomoll, Aircraft Modification Sales Representative. “The addition of the GI 275D as an upgrade option for all aircraft listed on the AML reinforces our mission to meet the evolving needs of business aviation.”

“The Southeast Aerospace STC has been well received by the business aviation community, and we are pleased to see SEA include this new product in their STC,” said Carl Wolf, Vice President Aviation Sales, Marketing, Programs & Support

The GI 275D is now available for installation under the SEA ESI AML STC. The complete SEA AML STC list for the GI 275 ESI includes:

  • Bombardier: BD-100-1A10 Challenger 300, 600, BD-700-1A10 and BD-700-1A11 Global Express, XRS, 5000, GVFD, 5500, 6000, 6500, Learjet 55C, and 60
  • Dassault Aviation: Falcon 50 and 2000 series
  • Embraer: EMB-135BJ (Legacy 600)
  • Gulfstream Aerospace: G-IV, G-V, G150, 200 and Galaxy
  • Textron Aviation: Citation 550, 560, 560 Excel, XLS, 650, Hawker 800(A)(B)(XP), 1000(A)(B), 750, 900XP, and 4000

The post SOUTHEAST AEROSPACE ADDS GI 275D ESI AND CHALLENGER 600 SERIES TO AML STC – Press Release appeared first on Avionics International.

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Electrification of Aircraft: A Cloud-Powered Revolution

Global Avionics Round-Up from Aircraft Value News (AVN)

The push toward increased aircraft electrification is gaining momentum, and with it, the integration of cutting-edge cloud technologies and collaborative Internet solutions. These advancements are not just reshaping how aircraft operate; they’re also enhancing the way avionics systems communicate, collaborate, and evolve in real time.

One of the most significant aspects of this trend is the electrification of aircraft systems. Traditionally, aircraft have relied heavily on hydraulic and pneumatic systems, which consume a significant amount of fuel and add weight.

However, electrifying components like flight controls, landing gear, and even propulsion systems offer a multitude of benefits: reduced fuel consumption, lower emissions, and lighter overall weight.

The shift to electric systems, however, presents new challenges for avionics, particularly in terms of integration and communication between various components. This is where cloud technologies come into play.

Cloud computing allows avionics systems to seamlessly share data across an aircraft’s multiple subsystems, ensuring that all components are synchronized and functioning at peak efficiency.

This level of interconnectivity is vital as more systems become electrified and reliant on complex software. By leveraging the cloud, avionics systems can receive real-time data from sensors and systems, enabling predictive maintenance, optimized flight operations, and even real-time updates to software and flight data. The result is not only improved operational efficiency but also enhanced safety, because any irregularities can be detected and corrected instantly.

Heads in the cloud…

The collaboration among aircraft manufacturers, airlines, and avionics companies is taking on a new dimension thanks to the Internet and cloud technologies.

Maintenance crews can access cloud-based diagnostics, providing them with instant feedback on system performance.

Cloud-based solutions enable predictive analytics, where avionics companies can analyze data from multiple aircraft in the fleet to predict potential failures before they occur. This shift from reactive to proactive maintenance is improving aircraft reliability, reducing downtime, and lowering operational costs for airlines.

The Internet and cloud technology also facilitate better integration among airlines, avionics suppliers, and parts manufacturers. This enables a more efficient supply chain, reducing lead times and costs for replacing parts or installing new systems, as well as minimizing excess inventory.

Manufacturers can push software updates remotely, ensuring that the aircraft’s avionics are always operating with the latest enhancements. Cloud computing allows for over-the-air software updates, enabling aircraft to stay up to date with the latest innovations without requiring time-consuming physical upgrades.

This shift toward electrification and cloud-based collaboration is also fostering innovation in autonomous flight technologies. As more aircraft systems become connected and electrified, the possibility of fully autonomous flights powered by advanced avionics systems becomes ever more plausible.

As these technologies mature, the global aviation industry should see a fundamental shift in how aircraft are operated, maintained, and optimized.

The future of aircraft electrification is closely tied to the expansion of cloud-based solutions and collaborative Internet technologies. These advancements promise to usher in a new era of efficient, safe, and interconnected aircraft, reshaping the avionics landscape for years to come.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Electrification of Aircraft: A Cloud-Powered Revolution appeared first on Avionics International.

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Keeping Cool: The Future of Aircraft Electronics in the Heat of the Moment

Global Avionics Round-Up from Aircraft Value News (AVN)

As aircraft become more complex, managing heat in sensitive avionics systems has never been more critical. The rapid expansion of electronic systems in modern aircraft, from flight control units to communication technologies, has raised new challenges for engineers—chief among them, the threat of overheating.

However, thanks to groundbreaking thermal features and materials like carbon composites, the aerospace industry is staying ahead of this heat wave.

Aircraft electronics, especially in avionics systems, are susceptible to heat buildup. When temperatures rise beyond certain thresholds, they can cause components to malfunction, degrade, or even fail completely.

This makes effective thermal management essential to ensuring the longevity and reliability of these systems. Today’s avionics systems are far more powerful than their predecessors, which means they generate more heat. Traditional methods of heat dissipation, such as fans or passive cooling systems, are no longer sufficient to keep pace with the increasing complexity of these technologies.

The carbon composite revolution…

Enter carbon composites and other ultra-sophisticated materials. Carbon fiber, known for its high strength-to-weight ratio, is being increasingly used in avionics housings and other critical components to mitigate heat buildup.

Composites are the most important materials to be adapted for aerospace since the use of aluminum in the 1920s. The use of these miracle materials is sweeping all sectors of aerospace.

Broadly defined, composite materials represent the combination of inherently dissimilar materials, usually involving carbon, to form a strengthened combination. The idea behind composites is as old Biblical times, when masons mixed straw with mud to form stronger bricks – except with today’s space age materials, the resulting composite yields truly remarkable results in weight reduction, strength and flexibility.

Carbon composites are not only lightweight, reducing the overall weight of the aircraft, but they also have excellent heat conductivity properties, allowing them to draw heat away from sensitive electronics.

By incorporating carbon composites into avionics systems, aircraft manufacturers can ensure that their electronics remain cool under pressure, even in the most demanding environments.

Advanced thermal management technologies such as heat pipes, microchannel cooling, and phase-change materials are becoming commonplace in avionics systems. These technologies enable more efficient heat dissipation, ensuring that high-performance electronics can operate at optimal temperatures. With these innovations, avionics systems can now endure the heat of high-speed flight without compromising performance.

Incorporating carbon composites and other advanced materials into aircraft electronics isn’t just about keeping temperatures in check—it’s also about ensuring the reliability and durability of the increasingly complex systems onboard modern aircraft. As the demand for more powerful avionics grows, the ability to manage heat efficiently will continue to be imperative.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Keeping Cool: The Future of Aircraft Electronics in the Heat of the Moment appeared first on Avionics International.

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Smart Sensors and AI: The Next Frontier in Aircraft Safety

Global Avionics Round-Up from Aircraft Value News (AVN)

In avionics, the integration of advanced sensor technologies is revolutionizing aircraft safety and performance. Two key innovations driving this trend are engine vibration diagnostics and “smart skins,” both of which are significantly enhanced by artificial intelligence (AI).

Engine vibration diagnostics, once a niche technology used for monitoring wear and tear on engines, has evolved into a critical component of predictive maintenance. By installing vibration sensors on key engine components, engineers can monitor real-time conditions and detect potential issues before they lead to costly repairs or, worse, catastrophic failure.

These sensors capture minute vibrations, which AI algorithms then process to identify patterns or deviations from normal behavior. This data is invaluable for maintenance crews, enabling them to perform targeted interventions that minimize downtime and extend the lifespan of the engine.

The advent of smart skins…

Meanwhile, smart skins represent a leap forward in aircraft performance. Smart skins in avionics refer to advanced, multifunctional materials integrated into the exterior surfaces of aircraft. These materials can detect, respond to, or adapt to environmental conditions, offering enhanced capabilities for monitoring, communication, and performance. Typically, smart skins involve technologies such as:

Sensors: Embedded sensors that monitor various parameters, like temperature, pressure, strain, and vibration. These sensors can detect structural integrity, identify damage, or assess airflow around the aircraft.

Self-healing Materials: Some smart skins are designed with materials that can heal themselves if they suffer minor damage, like cracks or punctures. This improves aircraft safety and reduces maintenance costs.

Energy Harvesting: Smart skins can sometimes capture and store energy from the environment, such as solar energy, to power onboard systems.

Communication: Certain smart skin technologies can function as antennas or communication devices, reducing the need for traditional external antennas.

Adaptive Surfaces: Smart skins can change their shape or surface properties in response to external conditions, like aerodynamic adjustments, which can improve fuel efficiency and aircraft performance.

This cutting-edge technology is still in development but has immense potential to revolutionize aviation by improving aircraft performance, maintenance, and safety.

Real-time analysis…

The integration of AI enhances this technology by enabling real-time analysis of airflow, pressure changes, and stress on the structure. This allows for immediate navigational adjustments to be made during flight, improving fuel efficiency and optimizing flight performance.

AI plays a pivotal role in both of these advancements. By processing vast amounts of sensor data from various components across the aircraft, AI can identify trends, detect anomalies, and even predict potential malfunctions before they occur. The result is not just enhanced safety but a more efficient flight experience overall.

Together, engine vibration diagnostics and smart skin technologies powered by AI are setting new standards in aircraft performance. The ability to predict and respond to maintenance needs, coupled with optimized avionics, is reshaping the aviation industry’s approach to safety and operational efficiency.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Smart Sensors and AI: The Next Frontier in Aircraft Safety appeared first on Avionics International.

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Gambit and Fury CCA Offerings Get USAF Designations; Flights on Track for This Summer

The U.S. Air Force announced designations for the Anduril and General Atomics Collaborative Combat Aircraft Increment 1 prototypes (U.S. Air Force)

The U.S. Air Force announced designations for the Anduril and General Atomics Collaborative Combat Aircraft Increment 1 prototypes (U.S. Air Force)

The U.S. Air Force announced designations for the Anduril and General Atomics Collaborative Combat Aircraft Increment 1 prototypes (U.S. Air Force)

The U.S. Air Force has bestowed “mission design series” (MDS) designations on its two Increment 1 Collaborative Combat Aircraft (CCA) prototypes.

The General Atomics Gambit offering is the YFQ-42A and Anduril Industries‘ Fury is the YFQ-44A, Air Force Chief of Staff Gen. Dave Allvin told the Air and Space Forces’ Warfare Symposium in Aurora, Colo. on March 3. “Y” signifies prototype aircraft, “F” fighter/air-to-air mission, and “Q” a drone.

First flights are on track for this summer, Allvin said.

David Alexander, the president of General Atomics Aeronautical Systems Inc. (GA-ASI), said in a statement that the “YFQ-42A continues a long and distinguished history for GA-ASI that dates back to the 1990s and the debut of the RQ-1 Predator, which later changed to MQ-1 Predator.”

“The YFQ-42A designation follows the Air Force’s decision to designate GA-ASI’s highly common predecessor aircraft as the XQ-67A Off-Board Sensing Station [OBSS],” GA-ASI said. “The XQ-67A was ordered by the Air Force Research Lab to support the development of concepts necessary to implement the vision for CCA.”

OBSS had its first flight in February last year, GA-ASI said, and the Air Force decided to narrow the CCA Increment 1 field to GA-ASI and Anduril last April, as the service moves to a possible competitive production decision on CCA Increment 1 in fiscal 2026.

“This MDS represents the first aircraft type of a YFQ designation, signaling a new era of uncrewed fighter aircraft,” Jason Levin, Anduril’s senior vice president of engineering, said in a statement. “It reinforces what we already knew. Our CCA is a high performance aircraft designed specifically for the air superiority mission, acting as a force multiplier for crewed aircraft within the real constraints of cost and time.”

The post Gambit and Fury CCA Offerings Get USAF Designations; Flights on Track for This Summer appeared first on Avionics International.

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Collins Aerospace: Proposed EPACS System for F-35 Achieves Technology Readiness Level 6

Pictured are Lockheed Martin crew chiefs around a Belgian F-35A which arrived at Luke AFB, Ariz. on Dec. 3 last year, as Belgian pilots begin training to move from the country's F-16s to the F-35A (U.S. Air Force Photo)

Pictured are Lockheed Martin crew chiefs around a Belgian F-35A which arrived at Luke AFB, Ariz. on Dec. 3 last year, as Belgian pilots begin training to move from the country's F-16s to the F-35A (U.S. Air Force Photo)

Pictured are Lockheed Martin crew chiefs around a Belgian F-35A which arrived at Luke AFB, Ariz. on Dec. 3 last year, as Belgian pilots begin training to move from the country’s F-16s to the F-35A (U.S. Air Force Photo)

RTX‘s Collins Aerospace said on Feb. 18 that its Enhanced Power and Cooling System (EPACS)–the company’s proposed replacement for the F-35 fighter’s current Power and Thermal Management System (PTMS)–has achieved Technology Readiness Level 6 and “is now ready for aircraft integration.”

Honeywell, the PTMS incumbent, and Collins have been gearing up to compete on an upgraded or new PTMS for the Lockheed Martin F-35, yet contract award may not come until fiscal 2029.

Honeywell’s Torrance, Calif., plant builds the current F-35 PTMS, which supplies main engine start and auxiliary and emergency power needs, in addition to 30 Kilowatts of aircraft cooling. Honeywell has said that it will upgrade the current PTMS to meet the coming cooling, weapons, and mission system requirements and that a new PTMS, such as EPACS, could cost $3 billion.

The F-35 program has said that it desires a PTMS that generates up to 80 Kilowatts to cool the aircraft and power new weapons and mission systems, such as sensors.

EPACS “will provide more than double the platform’s current cooling capacity—enough to support planned upgrades for the life of the aircraft,” Collins said on Friday. “This latest milestone follows Collins’ announcement in 2024 that EPACS had successfully demonstrated 80 kilowatts of cooling capacity.”

Collins said that it “has invested millions into state-of-the-art thermal systems development labs, allowing engineers to simulate relevant, real-world combat aircraft conditions.”

“Using these labs, Collins validated the EPACS demonstrator’s performance across a range of temperatures, pressures, air flow rates and humidities to achieve Technology Readiness Level 6,” the company said. “Most customers typically require this level of maturity for a new technology before entering the Engineering & Manufacturing Development [EMD] phase, which would be the next step for EPACS, once a competition to replace the current F-35 PTMS has been launched and a winner has been selected.”

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

The post Collins Aerospace: Proposed EPACS System for F-35 Achieves Technology Readiness Level 6 appeared first on Avionics International.

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Lead Aviation Platform for MGUE Increment 1 Changed from B-2 to Gray Eagle

Pictured is a "weaponized" Gray Eagle drone (General Atomics Photo)

Pictured is a "weaponized" Gray Eagle drone (General Atomics Photo)

Pictured is a “weaponized” Gray Eagle drone (General Atomics Photo)

Last fall, U.S. Space Force decided to switch the lead platform for the Military GPS User Equipment (MGUE) Increment 1 aviation card from the Air Force B-2 Spirit stealth bomber to the Army Gray Eagle drone, the head of Space Force’s Space Systems Command (SSC) said on March 3.

“The biggest thing on MGUE 1 is the lead platform changed to the Army’s Gray Eagle,” Lt. Gen. Philip Garrant told reporters at the Air and Space Forces Association’s Warfare Symposium when asked about the latest developments in MGUE. “The card-level certification is anticipated this summer. The Army program manager…tells me his test is on track for this year for the aviation platform.”

Northrop Grumman is the B-2 contractor, General Atomics the Gray Eagle.

The MGUE Increment 1 program had planned to begin a year-long combined developmental and operational testing on the B-2 in the fourth quarter of fiscal year 2024.

L3Harris Technologies, RTX and BAE Systems have received MGUE contracts.

Since the late 1990s, the Pentagon has been developing the GPS M-code to have a stronger signal and more advanced encryption to counter jamming and spoofing, and the first GPS M-code capable satellite went aloft in 2005. But GPS M-code initial operational capability has seen delays due to required upgrades of ground and user equipment for hundreds of vehicles, ships, and aircraft.

Turning around satellite ground system program performance was a primary, stated focus area of former space acquisition chief Frank Calvelli, and MGUE was one of three programs he said were of particular concern in December.

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

The post Lead Aviation Platform for MGUE Increment 1 Changed from B-2 to Gray Eagle appeared first on Avionics International.

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