The Connectivity Ecosystem and the Passenger Experience

The Connectivity Ecosystem and the Passenger Experience

It is critical for airlines to prioritize an engaging passenger experience, according to discussions taking place at the Passenger Experience Conference in Hamburg this week. (Photo: AVIAGE SYSTEMS)

Hamburg, Germany — Executives from the aviation and satellite industry at the Passenger Experience Conference in Hamburg this week discussed what steps airlines need to take in order to make the passenger experience more engaging. It is seen as a key point for the industry with more young travelers than ever before, and higher demands for connectivity-based services.

In a panel titled, “Meeting the Expectations of the New Generation Digital Customer,” executives from Viasat and Intelsat took part with others to discuss these latest trends. Chris Demange, Senior Director, Media & Partnerships, Viasat, remarked that customers no longer expect to have a fragmented experience. They now expect to have something more “intuitive.” He said it is incumbent on companies like Viasat to enable aggressive rollout of connectivity strategies, whether “free,” app-based, or something else.

He added, “The airlines that are aggressively pushing apps are seeing a higher take-up. We love the idea that everyone has the opportunity to stream at scale. We want that trend to continue. It doesn’t mean there is not [value in] live events. It doesn’t mean stored content is not relevant. They want a good experience on board. Curation of content can allow for a unique branded experience. What is happening is there is more fragmentation of streaming services. Airlines need providers who can be agnostic.”

Ben Murphy, Vice President of Airline Accounts, Americas, Intelsat, admitted that things are now “moving rapidly in this space” and that passengers now expect reliable, strong connectivity, since in in the past it had been a “friction” point. Like Demange, Murphy spoke of the importance of airlines using dedicated apps more, and how they can tease free services such as connectivity through the app. “An airline has much more control through an app than through a portal,” he said. The user base is dictating changes here. “Our user base was business travelers for the first 10–15 years of our business. We are seeing a lot more younger and leisure-based travelers using these services,” adds Murphy.

One of the other panelists, Andrew Mohr, Vice President, Digital Solutions, Panasonic Avionics, said that even though it has been talked about for a while, personalization has become a major focus for the industry in recent times. He said, “In IFE, the seat doesn’t know you at all. To create relevance is to form that relationship with the customer. The airline app can have this new life now.” However, with so much focus on content, and more targeted content, it remains a tough challenge. Licensing content for airlines remains a “complex” issue, Mohr added.

Airline Perspective

In another panel titled “Succeeding with Low-Cost Digitalization Model,” speakers from low-cost airlines easyJet and Volaris spoke about their connectivity strategies. Both are working with AirFi as they look to bring a more portable, flexible solution to customers.

William Kramer, Transformation & Continuous Improvement Lead, Inflight, easyJet, said the pandemic had really focused easyJet’s thinking in this space. easyJet has based its offering on the passenger device, where there is a platform on the browser. Working with AirFi meant a fully portable solution which it was able to install incredibly quickly. “This was really important. We wanted something to put on overnight. We first trialed it in 2021 on six aircraft. A real-time connection will open up a lot of new opportunities for us.”

Daniela Ramos, Head of On-Board Sales and Service, Volaris, said the Mexican airline now has 10% of its fleet installed with the AirFi connectivity solution. She is optimistic that it can lead to a strong increase in ancillary revenues for the airline. Job Heimerikx, CEO, AirFi, said what was particularly interesting about the Volaris rollout was the airline including talking about the on-board experience when customers booked their flights. One of the keys is getting better awareness on behalf of passengers when accessing these services.

Sustainability

In a panel titled, “Defining New Passenger Experience Benchmarks,” the discussion while talking about connectivity veered much more onto the topic of sustainability. Raymond Kollau, Senior Trend Analyst, TrendWatching, says one of the interesting trends to watch, particularly in Europe, is airlines combining with High-Speed Rail (HSR) operators to offer fast rail services instead of short internal flights. He cited one example where you could get one ticket from Lufthansa and Deutsche Bahn (German railway operator) to cover one complete journey and avoid unnecessary short flights. He also noted how KLM CEO Marjan Rintel spoke of more collaboration between the rail industry and airlines to reduce the number of short flights.

However, it is clear that sustainability will continue to be a major issue for the industry. Jeff McKee, Director Customer Experience & Design, Collins Aerospace, struck a more controversial note, saying that while these initiatives are laudable, there is a price to pay for this. “Is the general public and airlines willing to pay for sustainability? Who is going to pay for this?” he asked.

Rick Salanitri, President, Delta Flight Products, called it an “existential issue” but said the production of sustainable aviation fuels (SAF) is simply not there right now. However, with most airlines ramping up their efforts here, it is clear more will need to be done here. The sustainability issue is becoming more and more important, particularly to young people.

One of the key takeaways from the 2019 Passenger Experience Conference in Hamburg was that airlines must move faster in the digital world in order to be successful. “The overriding message is that airlines are going to move with more speed in terms of their digital strategies and undoubtedly consume more bandwidth to enable these strategies, which can only be good news for the satellite sector.”

The post The Connectivity Ecosystem and the Passenger Experience appeared first on Avionics International.

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Honeywell Unveils VersaWave with 5G for UAS

Honeywell’s new small satcom system, VersaWave with 5G, was designed specifically for the advanced air mobility market and for uncrewed aerial systems, or UAS. (Photo: Honeywell)

Honeywell Aerospace recently unveiled its latest small satcom system, called VersaWave with 5G, designed specifically for advanced air mobility (AAM) vehicles and uncrewed aerial systems (UAS). This innovative system combines satellite communication (satcom), cellular connectivity (including 5G, 4G, and 3G), Wi-Fi, and Bluetooth capabilities in an incredibly small and lightweight package. By integrating these various connectivity options, VersaWave enables beyond-visual-line-of-sight (BVLOS) communication, making it an ideal solution for UAS.

Honeywell released details of an earlier version of its small satcom system back in 2020 with the idea that it could serve as a backup communication system for drones when cellular networks are unavailable or unreliable.

“VersaWave significantly enhances our small satcom system introduced in 2021, and we expect it to be adopted not just by the AAM market but also defense and commercial customers,” Steve Hadden, vice president and general manager, Services and Connectivity, Honeywell Aerospace, commented on the announcement. “By adding cellular connectivity, the new satcom system will provide customers with the flexibility to choose their connectivity solution based on individual needs without having to install multiple systems.”

One of the key differentiating factors of VersaWave with 5G is its compact size: it weighs just 2.2 pounds. Mark Hedden, Director of Defense Sales for Honeywell Aerospace, emphasized in an interview with Avionics International that the company strived to develop one of the smallest satcom broadband systems on the market. To achieve this, Honeywell collaborated closely with its customers during the development phase, gathering insights into their needs, challenges, and preferences. Incorporating customer feedback and aligning with the requirements of actual platform owners helped Honeywell to create a competitive product.

Hedden highlighted several design features that set VersaWave apart from other systems. Firstly, the system was intentionally designed as a two-part solution rather than a monolithic design. This modular approach makes it easier to integrate the system onto small AAM and UAS platforms. Additionally, VersaWave utilizes a directional antenna, which eliminates the need for continuous navigation data and ensures constant contact with the satellite. Unlike electronically steered arrays (ESAs) that require continuous data input to maintain steering, the omni-directional antenna simplifies the process. Honeywell’s aim was to reduce weight and data rate without compromising performance.

“We started looking at potential data rates that we could get with various gain antennas, various qualities of antennas,” Hedden explained. “I like to tell people I can do a lot with 200 kilobits per second, I just can’t do it all. You have to be smart about how you utilize that 200 kilobits per second.”

The development of VersaWave with 5G was influenced by feedback from customers who had previously integrated Honeywell’s satcom system as well as those who opted for alternative solutions. This iterative process allowed Honeywell to identify the limiting factors associated with the legacy system and make improvements accordingly. The introduction of 5G was a direct result of this feedback-driven development approach. Honeywell recognized that cost is a crucial factor for businesses operating in the AAM and UAS sector, and they worked to keep overall operational costs competitive. Additionally, the desire for BVLOS operations motivated the incorporation of satellite communication as a backup solution when line-of-sight data transmission is obstructed.

“Most of these companies that are going to be operating, especially in the UAV [uncrewed aerial vehicle] sector, operate off of by-the-hour rates—charging a certain dollar amount per hour to operate the platform. So we have to be very cognizant of those operators to make them competitive in the market by ensuring that we can keep the overall cost of operation down,” Hedden stated.

Incorporating cellular capability into VersaWave with 5G was a logical progression, since many operators in the industry already rely on cellular networks. This addition was achieved with minimal weight increase and allowed for seamless transitions between 3G, 4G, and 5G networks. 

Honeywell leveraged its experience in the commercial airline industry, where they have developed “what we call auto failovers,” he commented. “The more technical term is transparent gateways. What that means is that we develop a system for commercial airlines that automatically fails over to the next best network.”

Auto failover systems can seamlessly switch between different networks based on factors such as cost, bandwidth, and quality of service. This expertise was integrated into VersaWave with 5G, enabling it to automatically switch between cellular networks and satellite communication, ensuring constant connectivity even in challenging environments.

Hedden mentioned that the feedback from customers and the Department of Defense played a crucial role in developing the resilient communication capabilities of VersaWave with 5G. By incorporating transparent gateways into a single terminal, Honeywell addressed the need for communication resiliency, allowing operators to maintain connectivity with their systems regardless of the circumstances.

The system is expected to be commercially available in the third quarter of 2023, providing an upgrade option for existing small satcom system users with minimal downtime.

The advantages of 5G for advanced air mobility and uncrewed systems lie in its low latency and high data rate capabilities. Hedden compared cellular networks to satellite communication networks, stating that cellular networks offer lower latency and higher data rates, making them ideal for data transfers. He mentions that the European Union is building a continental 5G network focused on supporting air mobility and UAVs, which provides a significant footprint for connectivity.

With 5G, he explained that it becomes possible to monitor every aspect of a platform, similar to flight safety services in commercial airlines. Unlike traditional communication links that have limitations on data rates, 5G can transmit telemetry data in great detail, allowing operators on the ground to have a similar level of information as someone physically flying the platform.

The low latency of 5G, measured in milliseconds, combined with the high data rates in hundreds of megabits per second or even gigabytes per second, opens up new possibilities. Hedden suggests that with this level of connectivity, it may be feasible to have multiple uncrewed platforms that can be operated simultaneously by a single operator.

The post Honeywell Unveils VersaWave with 5G for UAS appeared first on Avionics International.

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C919 Completes First Commercial Flight

The COMAC C919 completed its first commercial flight on Sunday, May 28. (Photos: COMAC/Xinhua)

The COMAC C919 completed its first commercial flight on Sunday, May 28. Designed to break the duopoly Airbus and Boeing have on commercial aircraft production, the C919 competes directly with the Airbus A320neo and Boeing 737 MAX in the short to medium-haul sector. 

The C919 passenger jet received certification approval from the Civil Aviation Administration of China last September. The Commercial Aviation Corp of China (COMAC) originally planned its first delivery and entry into service for 2016, but technical difficulties delayed the program’s commercial service launch several times.

China Eastern Airlines—the launch customer for the new aircraft—operated the type’s first revenue flight. Taking off at 10:45 AM, the flight departed from Shanghai Hongqiao International Airport as MU 9191 and touched down at Beijing Capital Airport just under three hours later. Following its inaugural flight, the aircraft returned to China Eastern’s base in Shanghai. 

Pictured above, the C919 lands in Beijing.

While both China Eastern and Comac gave this event little publicity, this flight marks a significant milestone in Comac’s attempt to challenge Airbus and Boeing by competing with their popular narrowbody aircraft. Despite similar sizes and ranges between the C919 and Airbus A320 and Boeing 737, the Comac C919 has picked up just over 1,000 aircraft orders from various operators and firms. Many orders have come from Chinese lessors, but launch customer China Eastern has signed on to operate five of the aircraft type.

China claims the Comac C919 will help it achieve more self-sufficiency, but the aircraft still relies on many Western companies for various parts and avionics. In fact, of the program’s primary suppliers, 60% are United States-based companies. Critical materials like flight recorders, fire detection systems, fuel systems, landing gear, and weather radars are supplied by firms based in the U.S. Aerospace technology corporation Honeywell alone supplied the aircraft’s auxiliary power system, wheels and brakes, flight controls, and navigation controls. The aircraft’s engine, the CFM International LEAP turbofan, comes from a collaboration between GE Aerospace and Safran Aircraft Engines. Meanwhile, Collins Aerospace supplied navigation, surveillance, and communication systems.

China’s C919 made its official entry into the civil aviation market.

Despite foreign dependence on many components of the C919, some are provided by Chinese suppliers. State-owned AVIC Aircraft provides flaps and wing boxes, Western Superconducting Technologies supplies titanium alloys, and Sichuan Chengfei Integration Technology provides several other parts for the aircraft.

The C919 is the largest commercial aircraft ever manufactured in China, and its first commercial flight highlights a significant milestone for Comac as it aims to challenge the Airbus and Boeing duopoly. Though dependent on many Western corporations for critical parts of the aircraft, this accomplishment still marks progress toward China’s goal of self-sufficiency in the aviation sector.

“The first commercial flight is a coming-of-age ceremony of the new aircraft, and C919 will get better and better if it stands the test of the market,” remarked Zhang Xiaoguang, Director of Marketing and Sales at COMAC.

The post C919 Completes First Commercial Flight appeared first on Avionics International.

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Study Highlights Challenges, Solutions To Labor Shortages for Aerospace and Defense

The aerospace and defense industry must adapt its talent practices to meet the evolving needs of customers and workers in order to remain competitive and deliver against growing demand in a changing demographic and workforce landscape. (Photos: AIA and PwC)

The aerospace and defense industry is on the verge of a variety of exciting technological advancements that will help modernize aviation and national security. However, as the Aerospace Industries Association (AIA) and PwC highlight in their new study, this sector is still plagued with labor challenges as demand for skilled workers rises while supply diminishes. The companies believe there are several critical areas in which addressing these challenges with innovation can help the sector retain talent and continue to offer defense solutions while remaining profitable.

The aerospace and defense sector is currently struggling with a labor shortage. AIA President and CEO Eric Fanning best summarizes this issue by explaining that the workforce “is the cornerstone of our industry’s success, but AIA’s latest study with PwC shows that our companies continue to face broad challenges attracting and retaining the talent they need. This is creating significant headwinds for an industry that’s filled with exciting opportunities. By responding with the creative solutions for which our industry is renowned, we can continue to fuel the growth and innovation that will propel us toward the future.”

One of the largest challenges facing the sector is the increasing demand for talent with specific, niche skill sets. Though aerospace and defense companies are constantly looking to innovate and develop new technology, AIA points out that seldom is this industry viewed as a destination of choice. To overcome this, companies must focus on skills-based hiring. This method of recruitment focuses on a candidate’s particular skills rather than previous work experience or education. Utilizing skills-based hiring will increase the number of prospects that companies will have from which to select the best candidates.

The challenge with labor shortages doesn’t end with standard roles. In the U.S. today, 70,000 cleared roles also remain unfilled. Given that recent studies estimate firms lose $20,640 per month for each vacant cleared position, this challenge must be addressed to collect significant amounts of revenue that would otherwise be lost. Cleared roles require a certain level of security clearance to obtain sensitive information and knowledge regarding certain projects. AIA explained that to help fill the staggering gap between demand for cleared personnel and supply, companies should begin looking for new talent pipelines—including an emphasis on recruitment efforts aimed toward veterans. Furthermore, companies should look closely at projects to see which individual components require clearance, rather than taking the current start-to-finish approach to cleared work. Additional methods to attract qualified candidates to cleared positions include using social media to recruit, offering referral bonuses, using targeted advertising, and onboarding earlier through internships and apprenticeships. 

“Artificial intelligence is another growing technology asset that can benefit the business. AI-supported advanced analytics can be used to identify roles that may not require backfill because the job activities can be done via automation.”

An aging workforce is another growing concern for the aerospace and defense sector, since 29% of the industry’s employees are over the age of 55. The retirement firms are anticipating in the coming years will leave a gap of 3.5 million workers by 2026. Retirements have especially become popular during the course of the pandemic, and manufacturing has been hit especially hard by the exodus of workers. The key to overcoming this challenge is effective workforce planning. Rather than simply recycling job descriptions and refilling the roles directly, companies should assess the responsibilities of a vacant position to determine if it’s all necessary or if certain components can be redistributed to existing roles. Identifying when jobs can be part-time or even given to a contractor can also help companies proactively face the loss of so many workers. Moving forward, employers should also thoroughly understand the difference between the expectations of different generations. Doing so will help them develop more appealing jobs for younger professionals seeking work.

The last critical opportunity that the study from AIA and PwC highlights involves leadership. Experience in leadership roles—especially those involving managing people—has been severely lacking, a trend that started during the pandemic. This means that companies should be developing various programs to help the next generation of management become effective managers and leaders.

The aerospace and defense sector is facing many daunting labor challenges, some of which are expected to only worsen in the coming years. However, as the report by AIA and PwC suggests, there are many proactive steps and innovations companies in the industry can take to ensure they remain sufficiently staffed and profitable as they navigate these unprecedented challenges.  

The post Study Highlights Challenges, Solutions To Labor Shortages for Aerospace and Defense appeared first on Avionics International.

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Embraer Wins Brazilian Government Subsidies For Fiscally High-Risk Technology Research

Embraer and Finep signed an agreement for the development of platforms that will serve to demonstrate new aeronautical technologies. (Photos: Embraer)

Embraer and Financiadora de Estudos e Projetos (Finep), a government organization within Brazil’s Ministry of Science and Technology, will partner to develop and demonstrate new aviation technologies, including those related to electric propulsion and autonomous operations.

Embraer said the three-year project will draw from BRL180 million ($36 million) in funding, including two-thirds—BRL120 million—coming from Finep. Embraer will also contribute “complementary resources” to the project.

An Embraer spokesperson told Avionics International that the project’s aim is “to develop platforms to demonstrate low-mature technologies,” adding: “The costs associated with [such research] are too high … and the risks are too high for a single company to assume.”

Brazilian higher education institutions, such as the Instituto Tecnológico de Aeronáutica and the School of Engineering of São Carlos, a component of the University of São Paulo, will be involved in the project as well. The Embraer spokesperson called this the “triple helix model of innovation,” describing it as “a partnership between academia, industry, and government to foster economic and social development.”

Embraer and Finep will guide “pre-competitive research” on new aviation technologies over the course of three years. “The objective is to evaluate future technologies that will be used for electric or hybrid propulsion, in remotely operated aircraft and in tests of autonomous operation,” the Embraer spokesperson said.

The Embraer-Finep project will focus on developing ground test benches, software, and a remotely operated modular aircraft, which will “carry out tests in real flight conditions, aiming to raise the [technology readiness level] of these new technologies,” according to an Embraer statement.

Henrique Langenegger and Elias Ramos de Souza

Embraer Chief Engineer Henrique Langenegger said technology developed as part of the Finep project could lead to “the spillover of knowledge to other sectors of the Brazilian economy, advancing the planet’s decarbonization agenda and generating socioeconomic benefits for Brazil, through innovation, science, and technology.”

Finep Director of Innovation Elias Ramos de Souza said the model being deployed—government subsidizing financially risky research conducted by industry and academia—“offers great potential for innovation.” He added: “It is a model to be followed in several areas to solve technological [challenges] led by anchor companies,” such as Embraer.

Embraer noted that governments providing subsidies for companies to research innovation is “a policy instrument widely used in developed countries [and adheres to] the norms of the World Trade Organization.”

The post Embraer Wins Brazilian Government Subsidies For Fiscally High-Risk Technology Research appeared first on Avionics International.

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FAA Asks for Info on Possible 5G Interference

The FAA is asking aircraft manufacturers, operators, and companies that build radio altimeters to submit feedback on altimeter design and performance near 5G wireless broadband towers. (Photo: Honeywell Aerospace)

The Federal Aviation Administration is asking aircraft manufacturers, operators, and companies that build radio altimeters to submit feedback on altimeter design and performance near 5G wireless broadband towers. 

The FAA issued a Special Airworthiness Information Bulletin (SAIB) on May 24, soliciting information on altimeter design and functionality, specifics on deployment and usage of radio altimeters in aircraft, and asking stakeholders to test and assess their equipment in conjunction with federal authorities.

Specifically at issue is the proliferation of 5G wireless broadband transmissions between 3.7 and 3.98 gigahertz (GHz), which is also called C-Band. C-Band wireless broadband deployment, which began in January 2022, is continuing to occur in phases for operations in the contiguous U.S. Radio altimeters operate between 4.2 and 4.4 GHz but are susceptible to interference from 5G transmissions. 

5G C-band transmissions have started to expand and will likely expand further after July 1, with higher frequency transmissions closer to the spectrum allocation where radio altimeters operate. At least 19 telecommunications companies are expected to expand their 5G networks beginning in June. 

Towers propagating the signal will be built throughout the US. The concern is that when operating near a 5G tower, certain radio frequencies can cause inaccurate altitude readings for certain radio altimeters, causing a risk to the aircraft and its crew while in flight.

The FAA and Federal Communications Commission are now asking operators and aircraft and equipment manufacturers to report altimeter testing data to the appropriate civil aviation authorities (CAAs) and spectrum regulators. 

“We request that radio altimeter manufacturers submit receiver radio frequency (RF) selectivity, interference tolerance masks, and baseline operational specifications for each model number in production or still in use, and approximate numbers of each radio altimeter model currently in service in the United States,” the SAIB says. 

The FAA makes 22 specific recommendations for gathering and submitting information on altimeter performance in environments with 5G transmissions, including that equipment makers complete an analysis of each model number either in production, supported, or still being employed, to determine the susceptibility to interference from C-band emissions, as well as “potential spurious emissions” in the 4.2-4.4 GHz band.

Altimeter manufacturers are also asked to report any instances of erroneous altimeter performance to the FAA and FCC and are asked to collaborate with aircraft manufacturers on design changes and issue guidance to operators on potential retrofit plans for radio altimeters susceptible to harmful interference.

Aircraft builders should submit the numbers of each model of altimeter installed on each aircraft currently in service in the U.S., according to the SAIB. They also should communicate with radio altimeter suppliers and the FAA to identify the susceptibility of certain equipment to C-band emissions. 

Aircraft makers also are asked to test the effects of loss of function, and erroneous or misleading radio altimeter data from potential harmful interference caused by C-band emissions and evaluate the potential for harmful interference on aircraft in the manufacturer’s fleet based on aircraft architecture and radio altimeter integration.

Operators should ensure pilots are aware of potential degradation of radio altimeter capabilities and any means to compensate for in-flight radio altimeter anomalies, the SAIB says. Pilots also should be aware of potential degradation of safety systems and other equipment that rely on accurate data from onboard radio altimeters.

“Operators and pilots who experience radio altimeter anomalies should notify air traffic control, as soon as practical,” the SAIB says. “Post-flight, pilots are encouraged to submit detailed reports of radio altimeter disruptions or interference events.”

Reports and information related to 5G interference and radio altimeter performance can be submitted through the Radio Altimeter Anomaly Reporting Form available at https://www.faa.gov/air_traffic/nas/radalt_reports.

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Eve’s Vision: An Interview With Co-CEO André Stein

Eve has been developing urban air traffic management software, which plays a crucial role in coordinating the operations of eVTOL aircraft. (Photos: Eve)

In a recent interview with Avionics International, André Stein—Co-CEO of Eve—shared valuable insights into the company’s priorities and strategies for the upcoming year. Stein emphasized the significance of staying on track with their development and also talked about supplier selection, aircraft design, urban air traffic management software, and considerations for infrastructure.

Eve’s primary focus is ensuring steady progress. “It goes in line with the philosophy of working in building blocks—moving one step at a time so that we don’t go backwards,” he explained. Stein highlighted their longstanding relationships with suppliers, indicating that they have been in discussions for years. They are now in the final stages of supplier selection, a crucial step in defining the systems and interactions of their eVTOL aircraft.

Eve’s team recognizes the importance of key components like batteries and propellers, which form the heart of their aircraft design. “Often, we do things under the hood a lot before we decide to disclose anything to the market,” he said.

Eve’s efforts extend beyond the vehicle itself. They have been actively developing urban air traffic management (urban ATM) software, which plays a crucial role in coordinating the operations of their aircraft. Stein mentioned the upcoming deployment of a new version of the software. They plan to conduct trials this year, just as they previously performed testing in Chicago to better understand UAM operations, ground services, and the passenger journey in order to prepare for launching operations.

This past week, Eve announced the completion of its urban ATM prototype. Now, the company is starting to develop commercial solutions for urban ATM to ensure the success of integrating eVTOL aircraft and other urban air mobility vehicles. 

Eve has finished propeller tests with multiple models on its propeller rig in Brazil, according to the company, which allows the team to measure aerodynamic performance and sound properties. A vertical lift rotor testing phase was also recently initiated to evaluate the performance of the rotors during the transition part of flight. “The results from the company’s recently completed wind-tunnel tests, along with the findings from the propeller and truck-mounted rig, are being used to increase the fidelity of the company’s flight simulator and fly-by-wire system,” according to Eve.

The eVTOL developer recognizes the need for collaboration with operators and infrastructure providers. Recently, they organized an infrastructure summit where stakeholders such as infrastructure providers, city representatives, and operators came together to identify gaps in the ecosystem. Eve aims to address important factors such as aircraft noise, charging infrastructure, and vertiport design. Sustainability is another key goal—“It goes beyond having a zero-emission aircraft,” Stein said.

Bringing together a comprehensive ecosystem involves ensuring that operators are prepared to receive the aircraft, that cities are ready to accommodate them, and that vertiport networks are established. Although this may not be fully realized on day one of operations, Eve is committed to charting a path toward a fully integrated ecosystem.

Certification is a major challenge for all eVTOL developers, including Eve. This encompasses not only the vehicle but also the operational aspects and manufacturing facilities. Stein acknowledges the complexity of certifying new innovations and technologies. However, Eve’s advantage lies in their experience. “​​We believe we have a certain edge because we’ve done that before through Embraer quite a few times,” Stein remarked, saying that they have obtained over 30 certifications in the past 25 years. They have initiated the formal certification process with the primary certification authority, ANAC (Agência Nacional de Aviação Civil), and have proposed a certification basis in line with the FAA’s requirements.

Eve remains committed to their goals and timelines. Stein emphasized that their certification efforts are progressing as planned, with the submission of the certification basis proposal to ANAC and ongoing collaboration with the FAA. This dedication ensures that Eve is on track to meet their regulatory requirements and demonstrates their readiness to bring their innovative aircraft to market.

“Wind tunnel testing provides a unique view of aerodynamic behavior of complex geometry and provides a higher level of validation of design characteristics.”

Eve’s timeline in the near-term revolves around their target of entering commercial operation by 2026. They are making progress in line with their plans, with the production of their first prototype scheduled for the second half of the year. Stein emphasized the importance of achieving technical milestones and conducting necessary tests to ensure the project’s maturity. A significant upcoming milestone is the finalization of the certification phases with ENAC. Supplier selection is another crucial milestone on their path, and they anticipate announcing key suppliers in the coming months as they work towards closing the entire supply chain throughout this year.

Stein again highlighted the importance of putting building blocks in place and focusing on the technical development of their eVTOL aircraft. Rather than simply increasing the backlog, their strategy revolves around designing the right product and ensuring that the necessary infrastructure is in place to facilitate deployment by operators. He emphasizes that the challenge extends beyond aircraft certification; it involves the comprehensive development of an entire ecosystem. “It’s a revolution that goes beyond just a new type of aircraft, which by itself is a massive achievement. This whole ecosystem development is where we need to focus—not only Eve, but as an industry.”

Eve announced this past month that the team had completed wind tunnel testing of its eVTOL in Switzerland using a scale model. This validated the in-flight performance of components such as rotors, wing, tail, and fuselage. “The information we obtained during this phase of development has helped us further refine the technical solutions of our eVTOL before committing to production tooling and conforming prototypes,” commented Luiz Valentini, CTO at Eve, on the announcement.

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SAS Executive Talks New Routes and App Overhaul

The acting Chief Commercial Officer of SAS discusses the latest updates from the airline, including the launch of new routes and a redesigned app. (Photos: SAS)

Scandinavian Airlines (SAS) has made recent updates that demonstrate its commitment to providing seamless journeys for travelers. With new routes and a revamped app, the airline continues to prioritize the customer experience. Thérèse Lorenius, Acting Chief Commercial Officer (CCO) of SAS, shared her insights on these updates in an interview with Avionics International, highlighting the airline’s efforts to meet the increasing demands of travelers and deliver an unparalleled travel experience.

Thérèse Lorenius emphasizes the expansion of SAS’s route network, stating, “In February, we introduced a new route between Copenhagen and JFK. We know that having an attractive network or timetable is key for customers when choosing airlines. We’re super pleased to launch this route, as it meets customer demands. It enables our customers to travel easily both from the west and east side of New York, so it’s complementary to our current departures from Scandinavia to Newark.”

Additionally, Lorenius shared, “We’ve also in April launched two new routes to New York from Aalborg in Denmark and Gothenburg [Sweden].” This was facilitated by SAS’s newest addition to their fleet, the Airbus A321 Long Range aircraft.

“The U.S. market is a strategic market for SAS,” she explained. “We will continue to develop new routes and new destinations when we have the right opportunity. We see an increase in the demand for the North American market and also an increase in what Scandinavia can offer in terms of our archipelago, the fjords, the mountains, so we put a strong focus on the U.S. market—probably stronger than we’ve done before.”

Thérèse Lorenius, Acting CCO of SAS

SAS has recently introduced the new Comfort Kit series for SAS Business Class travelers on long-haul flights between Scandinavia and the U.S. or Asia. Lorenius commented that they prioritize sustainable production as well as innovative design in selecting brands to include. They also want to feature Scandinavian brands like DUX, Humble Co., Verso Skincare, and Swedsafe. “When our Scandinavian customers enter the plane, it should feel like they’re coming home,” she said.

SAS also revamped its Webby Award-winning app to enhance the user experience. Lorenius shares that the big takeaway is that the redesigned app was developed in collaboration with customers. “Our customers have been able to vote on the features that are most important to them,” she remarked. The updated app makes it easier to book flights and to purchase add-ons. “Our goal with the redesigned app is to provide a user-friendly experience that makes travel planning simple and hassle-free.”

It also allows users to see how many passengers have boarded the plane once the boarding process has started.

“Overall, it is a more modern design and more intuitive experience,” she said.

An A321LR

Most of the airline’s long-haul fleet is equipped with high-speed Wi-Fi that is free for business-class passengers. The A321LR also offers high-speed Wi-Fi. The rest of the long-haul fleet for flights to and from Asia, Canada, and the U.S.—which consists of A330 and A350 models—offers lower-speed Wi-Fi that is sufficient for things like social media and emailing.

Lorenius shared that they have also launched a new boarding process with more groups for smoother and more efficient boarding.

“We know that the digital customer journey is very important for loyal customers, so we are continuously updating,” she said. “The SAS app is like a travel buddy that puts you in control.” Coming soon for SAS is support for customers using the Apple Watch, in addition to a simplified process to log in to in-flight Wi-Fi.

The post SAS Executive Talks New Routes and App Overhaul appeared first on Avionics International.

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Piasecki Aircraft Corporation Acquires Former Sikorsky Heliplex Facility for Advanced R&D Center

Piasecki Aircraft Corporation has acquired the former Lockheed Martin Sikorsky Heliplex in Coatesville, Pennsylvania, to transform the plant into an advanced VTOL R&D facility. (Photos: Piasecki Aircraft Corporation)

Piasecki Aircraft Corporation (PiAC) has purchased the former Lockheed Martin Sikorsky Heliplex facility in Pennsylvania. PiAC intends to convert the facility into an advanced research and development center for next-generation VTOL (vertical take-off and landing) aircraft, UAS (uncrewed aerial systems), and other technologies. The company’s PA-890 helicopter, the world’s first hydrogen fuel cell rotorcraft with zero emissions, will be constructed at the facility and undergo testing there. Set to open in the fall, the facility features state-of-the-art amenities for engineering, aircraft assembly, and flight testing.

The acquisition was completed in April, and PiAC hosted the ribbon-cutting ceremony on May 31.

John Piasecki, CEO of PiAC, remarked, “We chose to expand our development capabilities in the Delaware Valley because of its deep roots within the helicopter industry, its highly-talented workforce, and its robust supplier network.” According to the announcement, the new R&D center will employ roughly 400 workers by the year 2028.

” It’s incredibly exciting to see a company like Piasecki, a long-time aviation industry innovator, continue their commitment to developing new technologies like the PA-890 hydrogen fuel cell-powered helicopter right here in PA’s sixth district. These advancements have the potential to transform vertical lift flight and help eliminate carbon emissions.” – U.S. Representative Chrissy Houlahan from Pennsylvania’s 6th congressional district

The PA-890 eVTOL aircraft is designed to perform emergency medical services and commercial applications like on-demand logistics and personnel air transport. ZeroAvia is a collaborator of PiAC’s, contributing to the development and implementation of its High Temperature Proton Exchange Membrane (HTPEM) hydrogen fuel cell technology.

The PA-890

Piasecki Aircraft Corporation is also currently conducting research and development for its Aerial Reconfigurable Embedded System (ARES) vehicle. ARES can be operated as a UAS or with a crewed flight module. It is a modular tilt duct VTOL aircraft with a small landing footprint. The company is working with Honeywell on a triplex fly-by-wire flight control system, and they plan to begin flight testing of ARES by the end of 2023.

Piasecki X-49A SpeedHawk

Another focus for R&D at PiAC is a flight control software package called ADAPT (Adaptive Digital Automated Pilotage Technology). ADAPT has the potential to improve safety and performance for both U.S. military and commercial aircraft. The software package “exploits the inherent redundancy of control effectors present in advanced VTOL platforms and modified legacy fleet rotorcraft to automatically allocate control commands between effectors,” according to the company, “to respond to aircraft damage or to optimize the control configuration of the aircraft for increased performance, maneuverability, reduced vibration or fatigue loads, or for a weighted combination of these attributes.”

Aerial Reconfigurable Embedded System (ARES)

In August of 2021, Piasecki Aircraft formed a partnership with HyPoint to develop a hydrogen fuel cell system for eVTOLs. The idea for their solution was to provide four times the energy density of existing batteries and twice as much power as existing hydrogen fuel cell systems. The partners also aimed to achieve a 50% reduction in operating costs.

The post Piasecki Aircraft Corporation Acquires Former Sikorsky Heliplex Facility for Advanced R&D Center appeared first on Avionics International.

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