Category Archives: MRO’s

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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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 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)

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)

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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FAA Turmoil: A Recipe for Avionics Uncertainty

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

The Federal Aviation Administration (FAA) is in turmoil, with deleterious effects that will extend to the avionics industry.

For starters, the FAA is facing its first major aviation disaster in 16 years without a confirmed leader, following the departure of Michael Whitaker.

Chris Rocheleau, appointed by President Trump, currently serves as the acting head of the FAA. He will oversee the FAA until a nominee for the position is selected and confirmed by the Senate.

Whitaker resigned as FAA administrator on January 20, the day of Donald Trump’s inauguration, after tensions with Elon Musk, whose company SpaceX falls under the agency’s oversight. Musk had publicly called for Whitaker’s resignation after the FAA penalized SpaceX for making unauthorized launch modifications.

Now, the agency’s leadership void is under intense scrutiny after an Army helicopter collided in midair on January 29 with an American Airlines jet in Washington, DC, resulting in a tragic loss of life.

In a late-night email sent Friday, February 14, the Trump administration fired hundreds of FAA employees.

Alex Spero, head of the Professional Aviation Safety Specialists (PASS) union, called the firings “shameful” and said they “will increase the workload and place new responsibilities on a workforce that is already stretched thin.”

The FAA has faced significant challenges in recent years, and under a second Trump administration, its future is shaping up to be even more turbulent. From leadership shake-ups to regulatory uncertainty, instability at the FAA is likely to have major ramifications for avionics development, demand, and procurement.

Uncertain Standards Could Stifle Innovation

The FAA plays a crucial role in setting avionics certification standards. If the agency experiences political interference or leadership disruptions, the approval process for new avionics technologies could become unpredictable.

Under Trump’s previous administration, deregulation was a priority, but this sometimes led to safety concerns—most notably in the wake of the Boeing 737 MAX crisis. If a second Trump presidency weakens FAA oversight in favor of rapid approvals, it could create risks for avionics developers, airlines, and passengers alike.

Airlines May Delay Upgrades Amid Regulatory Chaos

Airlines rely on clear regulatory frameworks when investing in new avionics systems. If the FAA experiences instability, carriers may delay upgrading cockpit technology or adopting new avionics enhancements due to uncertainty about future requirements.

International regulators like the European Union Aviation Safety Agency (EASA) might grow wary of FAA decisions. If EASA imposes its own stricter standards, avionics manufacturers could face conflicting regulatory demands, complicating development and sales strategies.

Pentagon and Airlines Could Seek Alternatives

A weaker or inconsistent FAA could push the Pentagon and commercial airlines to look for alternative regulatory benchmarks. If the FAA loses credibility, international avionics suppliers may start favoring EASA certification, giving European firms an edge over American competitors.

If deregulation leads to safety concerns, insurance premiums for airlines could rise, making avionics upgrades even more expensive. This could further dampen demand and delay the adoption of next-generation systems.

In short, a turbulent FAA under Trump could introduce regulatory uncertainty, slow avionics innovation, and push airlines and defense buyers to look elsewhere for stability. The long-term impact could be a less competitive U.S. avionics industry.

This article also appears in our partner publication Aircraft Value News.

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

The post FAA Turmoil: A Recipe for Avionics Uncertainty appeared first on Avionics International.

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Trump’s Tariff Gambit: New Pressures on Avionics Innovation and Procurement

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

President Donald Trump has once again floated the threat of aggressive tariffs, this time targeting industries critical to U.S. manufacturing, including aerospace. Predominant countries in the crosshairs: Canada, Mexico and China.

The stakes are high. The top three purchasers of U.S. goods exports in 2022 were (in order of amount) Canada ($356.5 billion), Mexico ($324.3 billion), and China ($150.4 billion).

While the intent behind tariffs is to protect domestic industries, historically they’ve always resulted in higher costs for companies and consumers and have negatively affected overall economies. Most economists consider the tariffs imposed during Trump’s first term to have been a failure that roiled international relations and made goods more expensive.

While protectionist policies might appeal to Trump’s political base, they pose a significant risk to the avionics sector, particularly in development, demand, and procurement.

Richard Aboulafia, managing director at AeroDynamic Advisory, made the following comments in a recent interview with Aircraft Value News:

“A trade war would hurt the U.S. aerospace industry in at least three ways: higher production costs, erosion of customer buying power at the traveler and producer level, and any impact to export sales when the inevitable retaliatory tariffs kick in. Tariffs might work for an emerging market country with a limited industrial base, but for a developed country with a very larger aerospace trade surplus, they’re potentially very damaging, and at least painful.”

Aboulafia’s observations reflect the consensus of economists who follow the global aviation industry. The prospect of a full-fledged trade war has aviation executives on edge.

Slowing the Tech Race

Avionics is an industry heavily reliant on international collaboration. From microprocessors to advanced radar systems, much of the critical technology is sourced globally.

Tariffs on key components—especially from China and the European Union—would drive up costs and slow research and development efforts. Avionics companies that are deeply embedded in the global supply chain would face delays and price hikes, ultimately stifling innovation.

International players such as Airbus could retaliate by imposing tariffs on U.S. avionics components, making it more expensive for American firms to sell their technology abroad. This could cede ground to European and Asian manufacturers, leaving the U.S. at a disadvantage.

Rising Costs and Shrinking Orders

Higher production costs will inevitably translate into more expensive avionics systems, raising the price tags on commercial and military aircraft alike. Airlines, already dealing with high operational costs and narrow profit margins, might delay upgrades or opt for alternative suppliers that can offer lower costs without the burden of tariffs.

Boeing, a key U.S. aerospace player already struggling with supply chain woes and regulatory scrutiny, could find itself in an even tighter bind. If tariffs disrupt access to avionics components, delays in aircraft delivery will follow—giving Airbus an upper hand.

Pentagon and Airline Woes

For military aviation, Trump’s tariffs could make defense procurement more expensive. The Pentagon relies on avionics advancements to maintain technological superiority, and increased costs could lead to budget overruns or program cuts. Foreign competitors in avionics may gain ground as the U.S. struggles with higher production expenses.

Ultimately, Trump’s tariff threats, if realized, could slow avionics innovation, make procurement more expensive, and weaken the competitiveness of American aerospace.

This article also appears in our partner publication Aircraft Value News.

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

The post Trump’s Tariff Gambit: New Pressures on Avionics Innovation and Procurement appeared first on Avionics International.

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B-52 CERP Faces Concurrency Challenges, DOT&E Says

A recently released fiscal 2024 report by the Pentagon Director of Operational Test and Evaluation (DOT&E) noted concurrency challenges for the re-engining of the B-52 bomber fleet under the U.S. Air Force Commercial Engine Replacement Program (CERP), as Rolls-Royce said that its F130 engine for CERP is on track.

Under CERP, a rapid prototyping Middle Tier of Acquisition effort, the Air Force is moving to put the F130 engines on the bomber to replace the B-52H’s Pratt & Whitney TF33-PW-103 engines, which the Air Force has said it wants to retire by 2030.

In September 2021, the Air Force awarded Rolls-Royce a CERP contract worth potentially $2.6 billion through fiscal 2038 to outfit the B-52 with the F130, based on Rolls-Royce’s commercial BR725 carried on Gulfstream G650 business jets (Defense Daily, Sept. 24, 2021).

CERP and the Radar Modernization Program (RMP) are the Air Force’s key modernization efforts for the Boeing B-52H bomber. The modernized bombers will carry the B-52J designation.

“Integration of new engines on a legacy aircraft is a major design change,” said last month’s DOT&E report, which provides updates on top DoD weapons programs. “B-52J CERP integration will require extensive flight tests to evaluate safety and performance in the areas of aircraft structures, wing flutter, propulsion system compatibility, aerodynamic performance, and aircraft flying qualities in critical phases of flight.”

DOT&E said that F130 low-rate initial production (LRIP) contracts would come before CERP initial operational test and evaluation in fiscal 2032 and would cover 51 of 74 bombers–the remaining 23 covered under a full-rate production contract in fiscal 2033.

“Changes in aircraft performance and flight characteristics require recertification of air refueling compatibility with all supporting tanker aircraft and recertification of all employed weapons,” the DOT&E report said. “Based on results from previous flight test programs, the risk of deficiency discovery in one or more of these areas is high. The proposed Air Force acquisition strategy implements a highly concurrent flight test and production program, with LRIP contracts awarded for 69 percent of fleet aircraft prior to IOT&E.”

“A contract for the first LRIP lot for five aircraft would be awarded prior to the start of the flight test program,” DOT&E said. “Three additional LRIP contracts, covering 46 more aircraft, would be awarded prior to completion of the developmental flight test program and IOT&E. Previous aircraft development programs with highly concurrent flight test and production schedules of this kind have frequently incurred significant cost increases and schedule delays driven by deficiency discoveries.”

For systems other than Navy ships and military satellites, Section 4231 of Title 10 provides that DoD limit LRIP of major systems to 10 percent of total production unless the defense secretary justifies an increase beyond that threshold and receives a congressional waiver. That 10 percent ceiling is to limit concurrency while providing the minimum number of systems needed for operational test and the creation of an initial system production base to ease the transition to increasing the build rate.

“Air Force rationale for establishing 69 percent of [B-52H] fleet aircraft as the minimum LRIP quantity necessary for these limited purposes is based on a 2017 business case analysis,” DOT&E said. “That analysis projected significant cost savings from procurement of a commercial engine replacement in fewer and larger lots with installation schedules aligned with existing B-52 periodic depot maintenance schedules.”

In December, Rolls-Royce said that the F130 passed an Air Force Critical Design Review (CDR)–a step “clearing the way for final development, test, and production efforts to proceed and taking another step toward delivering the upgraded B-52J” to the service.

Rolls-Royce said on March 1, 2023 that it had begun testing the F130 at the company’s outdoor testing site at NASA Stennis Space Center in Mississippi.

The testing at NASA Stennis “marked the first time F130 engines were tested in the dual-pod engine configuration of the B-52 aircraft,” the company has said, and the Rapid Twin Pod Tests, which finished over the summer, “played a key role in validating Rolls-Royce’s analytical predictions, further de-risking the integration of the F130 engine onto the B-52J and meeting test goals,” Rolls-Royce has said.

Last summer, the Air Force said that it was undertaking a cost reduction effort for RMP and CERP. Total Air Force estimated costs for CERP have risen to $15 billion from $12.5 billion, the service said. The $15 billion includes $6 billion for development and $9 billion for procurement.

The Air Force plans a CERP Engineering and Manufacturing Development decision this fiscal year–a delay from the original schedule of fiscal 2024 “due to changes required in nacelle design and auxiliary engine systems,” DOT&E said.

“Throughout our rigorous testing program, the F130 engine has demonstrated incredible dispatch reliability, which will lead to lower lifecycle costs and improved fuel efficiency,” Scott Ames, Rolls-Royce’s B-52 program director, said in a Friday statement.

“Our digital modeling and testing program have informed and confirmed our predictions, allowing us to stay on track to deliver for the Air Force,” he said. “Working closely with our partners at Boeing, we have successfully met major program milestones – including holding the engine CDR, completing Rapid Twin Pod testing to support the B-52’s unique nacelle configuration, and finishing the first phase of sea-level testing in Indianapolis.”

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

The post B-52 CERP Faces Concurrency Challenges, DOT&E Says appeared first on Avionics International.

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