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House Appropriators Propose Funding Reinstatement of $150M for AETP

The House Appropriations Committee’s version of the fiscal 2024 defense funding bill turns back the U.S. Air Force’s proposal to cancel the Advanced Engine Transition Program. (U.S. Air Force photo by Airman 1st Class Olivia Gibson)

The House Appropriations Committee’s version of the fiscal 2024 defense funding bill turns back the U.S. Air Force’s proposal to cancel the Advanced Engine Transition Program (AETP) and provides $150 million for AETP, while also funding the Raytheon Technologies‘ [RTX] Pratt & Whitney F135 Engine Core Upgrade (ECU) for the Lockheed Martin [LMT] F-35 fighter at nearly $255 million.

The committee recommends moving forward on F135 ECU to accommodate the Block 4 weapons and sensor upgrades for the F-35 while also retaining AETP as an option for future F-35 blocks should the F135 ECU not meet military forces’ needs.

“The committee recognizes that the independent cost assessment completed by the Director of Cost Assessment and Program Evaluation found that fielding adaptive cycle engine technology on only the F–35A would drive unsustainable costs in future years for the Air Force,” according to the report on the bill. “The committee concurs with this finding and understands the Air Force has fully budgeted for ECU activities in fiscal year 2024 and the future years defense program. The committee fully funds the request for F135 ECU to improve the F–35 engine program.”

“Further, the committee finds the business case analysis completed by the [F-35] Joint Program Office and other analyses provided to the committee to be incomplete in assessing whether the F135 engine will meet the expected thrust and thermal management capacity requirements,” the report said. “While the committee assesses that the F135 engine may meet future needs with the planned upgrades, it also finds that continued investment in engine testing for fighter aircraft is justified.”

The F-35 program has said that it considered the F135 ECU and the General Electric [GE] XA100 AETP engine and the Pratt & Whitney XA101 adaptive cycle engine offerings in a business case analysis that informed the Air Force’s decision to cancel AETP and move forward with the F135 ECU.

The committee said that it recommends $150 million for AETP in fiscal 2024 in order to “mitigate risk for both adaptive cycle and future engine development programs.”

In addition to the $150 million to reinstate AETP, the committee provides the Air Force-requested $595 million for the Next Generation Adaptive Propulsion program for the Next Generation Air Dominance (NGAD) fighter.

NGAD received the Air Force-requested $2.3 billion for fiscal 2024 in the House Appropriations Committee’s markup.

“The testing objectives for AETP shall align with funding provided in prior fiscal years and shall dually inform the enabling design for Next Generation Air Dominance capabilities,” the committee report said. “The committee emphasizes that this increase is not intended to incentivize the Air Force, or any other service, to create an alternative engine program for the F–35. Therefore, the act includes a general provision that prohibits the use of funds to integrate an alternative engine on any F–35 aircraft.”

The committee recommends $5.1 billion in procurement for 51 F-35As in fiscal 2024—$255 million and three aircraft above the Air Force request.

The Air Force fiscal 2024 budget includes $794 million for sensor upgrades to the Lockheed Martin F-22A fighter, but House appropriators cut that request to about $360 million—a reduction of nearly $435 million.

This article was originally published by Defense Daily, a sister publication of Avionics International. It has been edited. Read the original version here >>

The post House Appropriators Propose Funding Reinstatement of $150M for AETP appeared first on Avionics International.

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Airbus Selects ScioTeq Advanced Avionics Displays for A330 MRTT

Airbus has chosen ScioTeq to provide advanced avionics displays for the latest generation of Airbus A330 Multi-Role Tanker Transport (MRTT) aircraft. Pictured above are the PU-5200 avionics display computer and RDU-3068 display. (Photo: ScioTeq)

Advanced avionics displays from ScioTeq, one of the aviation industry’s leading suppliers of mission-critical avionics, have been chosen by Airbus Defense and Space to be installed on the latest generation Airbus A330 Multi-Role Tanker Transport (MRTT) aircraft. This selection will bring improved and modernized technology to the flight deck of the A330 MRTT and will assist flight crews in some of the aircraft’s more complex missions.

The addition of these new displays will equip the A330 MRTT with several pieces of new technology. The cutting-edge PU-5200 Display computer, RDU-3068 Display, and MOSArt Open Platform Software will all be integrated into the aircraft’s flight deck, replacing ScioTeq’s older generation of aircraft displays and computers.

Based on the wildly successful Airbus A330-200 airframe, the A330 MRTT is used by the military branches of governments across the world. It is known for being able to complete several missions at once—deployment, transport, and air-to-air refueling—the latter of which is the most challenging and complex of the aircraft’s missions but something that the new PU-5200 and RDU-3068 will better support.

These next-generation display computers are modernized and installed with the latest technology, enhancing the experience for operators. They utilize the latest generation of ARM-core processors, providing operators with powerful computing and rendering capabilities during challenging missions. These computers are also designed to meet the requirements of today’s military operations, including things like high reliability, resistance to shock and vibrations, and minimal power consumption. Furthermore, the system’s video displays support mission-critical tasks by providing accurate and clear visual information, and are even compatible with 3D glasses that are used by refueling boom operators. The A330 MRTT will also utilize ScioTeq’s DAL-A certified MOSArt platform software, which is designed to help ease the porting of applications by Avionics System Integrators for operators.

Airbus’ selection of ScioTeq’s technology will allow it better serve A330 MRTT customers. As Gonzalo Monte, Head of Mission Systems, Training and Simulation Procurement for Airbus Defense and Space, explained, “We are delighted to partner with ScioTeq for this project. Their commitment to excellence and track record of delivering high-quality products aligns perfectly with our vision and goals. This collaboration represents a significant step towards enhancing our mission suites and delivering exceptional value to our customers.”

Both Airbus and ScioTeq believe that this new collaboration will help modernize the Airbus A330 MRTT and enhance the operating experience for both customers and their flight crews alike. The completion of mission-critical tasks will now be better supported by ScioTeq’s updated technology in the flight deck.

The post Airbus Selects ScioTeq Advanced Avionics Displays for A330 MRTT appeared first on Avionics International.

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OPINION: Exploring the Feasibility of Single-Pilot Flight Decks

This article explores the feasibility of single-pilot flight decks and whether avionics are the solution. It is contributed by Vance Hilderman, aviation expert, author, and CEO of AFuzion. (Photo: Joshua Roberts/Bloomberg)

Airlines may be taking to the skies, but their profit margins haven’t. Many have failed to recoup their pandemic losses, while simultaneously struggling to cope with higher fuel prices. So predictably, airlines are now exploring another round of cost-cutting measures. They’ve slashed away perks, reduced seat size, and taken away meals. But their latest focus? Reducing the number of pilots.

How did we get to this point? In the beginning days of commercial aviation, flights were manned by five crew members in the cockpit. However, for quite a while now the norm has been two: the captain and the first officer, more commonly referred to as the co-pilot. Airlines are now rapidly looking to eliminate the latter in a push for single-pilot operations (SPO).  In fact, leading aircraft manufacturers including Airbus are actively pursuing artificial intelligence-based options to promote single-pilot and even “no-pilot” (e.g. an incapacitated single pilot); this means the onboard avionics systems take over all operations including communicating to air traffic control through a safe autonomous landing.

Airlines argue that, with the assistance of advanced AI technologies, one pilot is completely adequate; pilot unions, meanwhile, have vehemently disagreed. Either way, the argument for single-pilot flight decks hinges entirely on avionics: the technology on an aircraft that can be automated and take on the job of a co-pilot.

However, regulators are hesitant to approve the SPO concept, and, just recently, European policymakers ruled out the possibility of single-pilot flights in the near future. But as we know, Europe tends to be a much tighter regulatory environment in general. There is still the possibility that SPO might take off in the U.S., or in Asia’s fastest-growing sector of aviation, as both avionics and AI advance.

SPO challenges

The main idea behind two pilots is the principle of redundancy. If one person were to become incapacitated, say in a medical emergency, there is a backup. That’s what happened on a Southwest Airways flight from Las Vegas to Columbus when the pilot suddenly became ill, and the plane was then operated by the other pilot on board.

There is no regulating your way out of a heart attack—perhaps authorities could mandate more intensive and regular medical screenings for pilots—but there is not much that can be done for unpredictable health emergencies. What if it had been an SPO who had fallen ill? Although planes may be capable of cruising autonomously, they’re not yet able to land themselves.

The need for redundancy is not limited to just potential pilot incapacitation. Some stressful and challenging situations simply require multiple heads, and real co-pilots are often necessary to aid in potential emergencies. Consider how Capt. Chesley “Sully” Sullenberger—who performed an emergency landing on the Hudson River—has loudly protested against the single pilot push, arguing the so-called “Miracle on the Hudson” would’ve been the “Disaster on the Hudson” without two experienced pilots on board.

While AI can do what it’s programmed to do, it can’t contend with anything it hasn’t been specifically trained for. Moreover, it can’t weigh moral decisions: hit the cat or the child, as the old adage goes. Do or don’t turn on malfunctioning windshield wipers in the rain that may exacerbate an electronic failure. This lack of decision-making capabilities hinders AI’s potential as a co-pilot. You can automate tasks, but certain situations still need human oversight, and arguably an ethical code.

Necessary advancements in avionics

Airlines are currently experimenting with extended minimum crew operations (eMCO), which allows one pilot to exit the flight deck—on break—and leave the aircraft operated by the remaining pilot. This allows pilots to temporarily leave their station to attend to their physiological needs during an eMCO segment of the flight, while ensuring an acceptable level of safety and security.

But that differs from a single pilot operating the plane the whole way. We need to see the advancement of aircraft that are capable of being fully autonomous before we can see SPO implemented. At minimum, we need advances in aviation cruising that make it possible to leave the flight deck unattended for a short period of time.

While fully autonomous aircraft are already taking flight, especially electric vehicle take-off and landing (eVTOL) aircraft, they’re primarily for short distances and restricted to transporting fewer than five or six passengers. Long-haul autonomous commercial jets are at least two decades away, because autonomous flight systems are simply not yet on par with the flying capabilities of real pilots, especially with challenging large-scale aircraft.

Regulating our way out?

Before SPO can be even remotely feasible, there are various additional components that will require regulation, such as flight management systems (FMS). With FMS technology, pilots can automate flight planning and navigation tasks, calculate optimal routes, monitor fuel consumption, and manage the aircraft’s trajectory. Fortunately, new regulations such as the new SAE ARP4754B will greatly enable safe advance modeling of these critical avionics systems within future aircraft.

The FAA already has guidelines in place for the airworthiness approval of FMS, but they are merely guidelines, not regulations, and therefore not legally binding. However, if we are to see a shift to SPO, these guidelines will need to become mandates. FMS technology would need to be under significant regulatory scrutiny and subject to frequent tests to ensure such a system could safely and reliably navigate aircraft without human input.

Regulations have thus far not caught up with the stringency required to safely implement SPO, but airlines are evidently lobbying lawmakers in that direction. If the FAA were to get on board with developing regulations to govern SPO safely, it could become a real possibility. But avionics innovators and policymakers all need to contribute to the effort.

Vance Hilderman, aviation expert, author, and CEO of AFuzion

The post OPINION: Exploring the Feasibility of Single-Pilot Flight Decks appeared first on Avionics International.

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Pratt & Whitney Launches Percept, an AI-Powered Automatic Engine Inspection System

Pratt & Whitney and Awiros launched Percept, an AI-based aircraft engine inspection tool. Pictured above, Percept is being used to scan a V2500 engine on a mobile device. (Photo: Pratt & Whitney/Raytheon)

Pratt & Whitney has launched a new advanced aircraft engine monitoring tool that incorporates artificial intelligence that can provide maintenance personnel with real-time information on parts availability.

Called Percept, the system is a computer vision product that operates on the Awiros Video Intelligence operating system. Awiros is an Indian firm founded in 2015 specializing in computer vision, deep learning, and artificial intelligence (AI) applications. 

The cloud-based computing system allows users to snap photos and video of aircraft engines on a mobile device and automatically receive detailed parts availability information, Pratt said in a statement. 

Percept can enable faster and more cost-efficient turnaround of leased engines. Instead of an inspector having to examine an engine and check part-by-part, Percept automates engine inspections and can reduce the time it takes an inspector to perform the task by 90 percent, Pratt said.

Percept will be deployed exclusively on Pratt’s commercial engines, including the Pratt & Whitney GTF engine and the V2500.

“The Percept tool helps reduce time and effort involved in the pre-and-post lease analysis of aircraft engines,” said O Sung Kwon, Pratt’s Vice President of Customer Support. “We have been working with Awiros, an Indian Computer Vision and Artificial Intelligence (AI) start-up for the past few years to mature this technology; we are excited to be shifting from technology development to now bringing an operational product to the market.” 

Awiros was selected as the winner of the RTX Innovation Challenge, an Indian competition launched in September 2019 with more than 60 Indian and global startups working in computer vision, AI, and machine learning. The teams proposed solutions to optimize and automate aircraft engine inspections with reduced human interventions. Awiros’ idea was evaluated through 2021 and is expected to be launched commercially later this year. 

“Building the Percept tool in collaboration with RTX has been one of the most exciting opportunities in the journey of Awiros as a startup,” said Vikram Gupta, founder and chief executive of Awiros. “We are proud that Percept’s high-fidelity scanning of Pratt & Whitney engines with handheld [mobile] phones, without any specialized hardware, is being commercially deployed in the aerospace industry.” 

India is the fastest-growing aviation industry in the world and a focal point for aviation technological innovation, said Ashmita Sethi, president and India country head for Pratt & Whitney.

“Percept is the result of some of India’s best and brightest minds collaborating with Pratt & Whitney to innovate a solution that delivers significant efficiencies and value to our customers,” Sethi said. 

This week, RTX shared news of the progress made by Pratt & Whitney and Collins Aerospace on advancing hybrid-electric propulsion through the Scalable Turboelectric Powertrain Technology (STEP-Tech) demonstrator. The STEP-Tech demonstrator completed its first engine run and electrical system integration test, the company announced on June 20. It’s a modular and scalable demonstrator platform that can be used to rapidly prototype distributed propulsion concepts for high-speed eVTOL aircraft, blended wing body aircraft, and other kinds of advanced air mobility vehicles.

RTX also announced this week that the team reached an important milestone in its hybrid-electric flight demonstrator program. A rated power test of the demonstrator’s 1MW electric motor—developed by Collins Aerospace—was completed successfully. As part of a hybrid-electric propulsion system, the 1MW motor will be combined with an efficient thermal engine developed by Pratt & Whitney.

Early last year, Pratt & Whitney was awarded a DoE project for the advancement of hydrogen propulsion technology. The company also successfully completed a test on its GTF Advantage engine configuration involving the use of 100% sustainable aviation fuel.

The post Pratt & Whitney Launches Percept, an AI-Powered Automatic Engine Inspection System appeared first on Avionics International.

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The Latest in Advanced Air Mobility

In this article, we take a look at some of the latest updates in the world of advanced air mobility, featuring news from PLANA, AutoFlight, Skyportz, and more. (Photo: PLANA)

This week, PLANA announced a new strategic partnership with vertiport infrastructure developer BlueNest at the Paris Air Show. This partnership was created to accelerate advanced air mobility (AAM) and vertiport operations by leveraging the expertise and resources of both PLANA and BlueNest. 

Another partnership between PLANA and a French carbon composite propeller and rotor manufacturer, DUC Hélices Propellers, was made public during the Paris Air Show. They plan to collaborate on the development of innovative propulsion solutions for AAM.

Based in South Korea, PLANA is developing hybrid eVTOL aircraft. The company recently received an iF Design Award in the Professional Concept category. LG Uplus and Jeju Air each signed a Memorandum of Understanding (MoU) with PLANA earlier this year. The MoUs include plans for joint research on 5G/LTE-based avionics data communications for urban air mobility and the opportunity to collaborate on an AAM ecosystem.

AutoFlight, an eVTOL developer, recently unveiled the interior design of its Prosperity I aircraft. Frank Stephenson, Chief Designer of Prosperity I, commented, “Designing the interior of the Prosperity I has been a phenomenal journey. Our aim was to create an environment that evokes a sense of safety, comfort, and innovation.”

(Photo: AutoFlight)

AutoFlight showcased the full-scale aircraft type at the Paris Air Show. This week, the company signed an MoU with Groupe ADP to conduct piloted eVTOL flights during the 2024 Paris Olympics. Edward Arkwright, Deputy CEO of Groupe ADP, remarked, “Pontoise Vertiport, equipped with exceptional infrastructure and facilities, serves as an optimal platform to support electric, innovative aircraft.”

The eVTOL developer may have set a record for the longest flight of an eVTOL aircraft in February, breaking a previous record set by Joby Aviation in 2021. AutoFlight’s aircraft flew a distance of 250.3 kilometers during a test flight.

Australia-based Skyportz revealed a revolutionary vertiport design that supports the rapid deployment of a global network of eVTOL landing sites. Unveiled during the Paris Air Show, the “Vertiport-in-a-Box” design is a modular aluminum shell structure that comes in three sizes which can be connected based on the requirements of the space in which they are placed.

Skyportz’s Vertiport-in-a-Box design is pictured above to the left of some AAM aircraft. (Photo: Skyportz)

“Skyportz will be getting our network of vertiports established now with enthusiastic property owners who will come back later for an aviation use permit. In the meantime, they will have a vertiport building that could be used for other purposes,” explained CEO Clem Newton-Brown.

“We are focusing on affordable options that property developers can incorporate into new developments or retrofit into existing buildings,” he added.

In other news this week, Rolls-Royce’s new small gas turbine—developed specifically to power hybrid-electric aircraft—is ready to start testing. “The engine is part of a turbogenerator system that is being developed for the advanced air mobility market,” according to the company.

(Photo: Rolls-Royce)

“The turbogenerator system will [deliver] an on-board power source with scalable power offerings between 500kW and 1200kW, enabling extended range on sustainable aviation fuels (SAF) and later, as it becomes available, through hydrogen combustion. This will open up new, longer routes than electric battery-powered aircraft can support as of today.”

Additionally, check out our article featuring some of the latest updates from leading eVTOL developer Lilium. The company made three significant announcements this week. Additionally, the coverage by Avionics International includes insights from Collins Aerospace about their collaboration with Lilium to design new flight controls for the Lilium Jet.

The post The Latest in Advanced Air Mobility appeared first on Avionics International.

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Insights from Collins Aerospace on Collaboration with Lilium, and Updates from Paris Air Show

Collins Aerospace is collaborating with Lilium on the development of flight controls for the Lilium Jet.

Raphaël Queval of Collins Aerospace shares insights on the company’s collaboration with Lilium. This article also covers some of the latest updates from the eVTOL developer, including two announcements made at the Paris Air Show this week. (Photo: Lilium/Heli-Eastern)

Earlier this year, a collaboration between Lilium and Collins Aerospace was made official. The two companies are working together to design and build new flight controls for the Lilium Jet, an electric vertical take-off and landing (eVTOL) aircraft.

The system that Collins is designing will integrate all conventional mechanical and electrical flight controls into two sidesticks. As part of the partnership, Collins will also assist with the certification of the inceptors of the Lilium Jet to ensure that it meets commercial aviation standards.

Collins Aerospace offers five decades of experience in flight deck controls, noted Yves Yemsi, Chief Operating Officer at Lilium. “Our two companies’ collaborative development approach allows us to re-imagine the cockpit and pilot experience,” Yemsi stated in the announcement.

Beyond its partnership with Lilium, the team at Collins Aerospace is also involved in multiple projects for the EU’s SESAR 3 Joint Undertaking, which is designed to encourage the development of new technologies for managing eVTOLs, drones, and conventional aircraft operating in the same airspace. 

(Photo: Lilium)

The Latest Updates From Lilium

Lilium announced a partnership with UrbanV this week to develop vertiport infrastructure. UrbanV, a company focused on design, construction, and management of vertiport networks for urban air mobility (UAM) and advanced air mobility (AAM), plans to launch its operations first in Italy and the French Riviera. The partnership will establish necessary networks and infrastructure for customers of Lilium.

Also this week, Lilium made two announcements at the Paris Air Show. The eVTOL developer has entered an agreement with Shenzhen Eastern General Aviation Co., Ltd (Heli-Eastern), a low-altitude general aviation carrier and helicopter service provider in China, to identify potential sites for vertiports and other ground-based eVTOL infrastructure. Heli-Eastern expects to order 100 Lilium Jets under the terms of the agreement

Lilium signed a Memorandum of Understanding (MoU) with the Bao’an District of Shenzhen municipality, the company announced on June 19. The Bao’an District will support the Lilium Jet’s entry into service in China, and the eVTOL developer is planning to open a regional headquarters in the district by the end of 2023. “The collaboration will initially focus on the Guangdong–Hong Kong-Macao Greater Bay Area, with a population of over 85 million people, with plans to grow across China and the broader Asia-Pacific region,” according to Lilium. Klaus Roewe, CEO of Lilium, commented that China is projected to hold as much as 25% of the eVTOL market.

Last month, Lilium signed agreements with both Air-Dynamic SA and ASL Group. A Switzerland-based private jet and helicopter company, Air-Dynamic SA plans to manage eVTOL operations in Italy and Switzerland, and the agreement includes pre-delivery payments for as many as five Lilium Jets. ASL Group, a European business jet operator, made an agreement to acquire six Pioneer Edition Jets from Lilium.

(Photo: Lilium)

A Q&A With Collins Aerospace

Raphaël Queval, business development manager for Collins Aerospace, offered Avionics additional insights on the collaboration with Lilium as well as details about Collins’ expertise in developing inceptors for a variety of applications. 

Avionics International: Could you explain how the inceptors developed by Collins for commercial jets integrate with other avionics within an aircraft?

Raphaël Queval: Inceptors are mainly interfaced with the Flight Control Computer, but the integration and link between inceptors and avionics remain the airframer’s responsibility, as was the case with previous developments. Collins, as a supplier of both inceptors and avionics, is now studying how increased integration and smarter solutions can be proposed to customers.

Avionics: Are there any particular innovations or unique components in the inceptors developed by Collins in recent years?

Queval: Collins started to propose a passive Side Stick Unit and moved to an active solution about ten years ago. Collins provides tailored solutions to our customers to address any market segment—such as military, civil, bizjet, fixed wing, rotorcraft, and more recently advanced air mobility (AAM) applications—while keeping a universal architecture with the ability to interface with any aircraft solution. In addition, Collins is working on verticalization of strategic components and continuously investing to optimize weight, space envelop, and overall integration.

Regarding the inceptors that Collins is developing for Lilium’s aircraft, what will differentiate the system from conventional sidestick systems?

Queval: AAM are hybrid aircraft in terms of flight controls. The flight controls are in between conventional airplanes and rotorcraft. The Lilium Jet inceptors will provide safe and intuitive handling qualities, easy access to functionalities, and an aesthetic, ergonomic design. While integrating all conventional mechanical and electrical flight controls into two sidesticks, the Collins system brings a new piloting philosophy for single-pilot operations in the eVTOL realm. The system will be designed to bring significant space and weight savings compared to conventional sidesticks. 

What factors led to the collaboration between Collins and Lilium?

Collins’s extensive expertise and experience in developing and certifying inceptors for the civil aviation market combined with the highest production rates for inceptors in the aerospace industry played an important role in our selection for Lilium Jet inceptors development.

Could you discuss how the inceptors will contribute to the overall safety of the aircraft?

Safety is mainly linked to the aircraft architecture like redundancy or segregation. Collins contributes with our critical system.

What role will Collins play in certifying the inceptors for the Lilium Jet to meet commercial aviation standards?

Certification belongs to airframers, but Collins supports this activity by determining flight safety parts within the inceptor and by addressing equipment safety analysis, inceptor qualification activity, and providing special documentation required by the airframer.

Are there any challenges in developing inceptors for eVTOL aircraft compared to conventional aircraft?

eVTOL is an emerging segment. Companies working in this segment are innovating to propose the best path forward. As a result, this can lead to very specific inceptor solutions such as the number of inceptors, grip design including functions integrated, and number of axes per inceptor.

The post Insights from Collins Aerospace on Collaboration with Lilium, and Updates from Paris Air Show appeared first on Avionics International.

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Electra Reveals Hybrid eSTOL Tech Demonstrator

Electra has officially unveiled the test vehicle for its hybrid eSTOL aircraft. JP Stewart, Vice President and General Manager at Electra, shared some insights in an interview with Avionics International. (Photo: Electra)

Electra revealed the test vehicle for its hybrid-electric aircraft last week. The model is a piloted ultra-short take-off and landing (STOL) aircraft. According to the company’s announcement, the two-seat tech demonstrator is the first blown lift aircraft that uses distributed electric propulsion.

Electra.aero’s team is conducting an extensive flight test program this summer to evaluate the performance and to advance the design of the production aircraft, which will carry nine passengers.

John S. Langford, Founder and CEO, remarked, “In the three years since we founded Electra, we’ve designed our eSTOL aircraft, validated our blown lift technology with a sub-scale demonstrator, and run a fully integrated test of our 150-kilowatt hybrid-electric generator at full scale. Now we’re ready to test the entire system with this technology demonstrator aircraft. We can’t wait to fly this plane and show the world what our eSTOL aircraft can do.”

Another big announcement came from Electra this week regarding an agreement signed with Safran Helicopter Engines. Safran will develop the 600 kW electric turbogenerator propulsion system for the nine-passenger hybrid eSTOL prototype.

The TG600 turbogenerator (Photo: Adrien Daste – Safran)

In an interview with Avionics International, JP (James) Stewart—Vice President and General Manager at Electra—discussed their approach to designing a hybrid eSTOL aircraft, plans for flight testing, and eventual certification of their production aircraft.

Avionics: How do the distributed electric propulsion and the blown lift technology contribute to the aircraft’s performance?

JP Stewart: The interesting thing about Electra’s approach is that we don’t have a separate lift propulsion system. We have motor pylons that are attached to the wing which make thrust, and we use conventional flaps on the wing to help turn that thrust into lift, or to make more lift. This concept works by distributing the electric motors along the wing to evenly blow the wing. This blown lift effect makes the wing act as if it’s physically larger, as if the flap is physically larger than it actually is. What’s really special about that is when you put the flaps up, and when you fly faster, that effect diminishes. That’s important because making more lift also makes more drag, and when you’re flying very slowly that’s not as much of a problem. But when you start flying fast, you want to be able to get rid of the drag. That larger wing lets you fly slowly, which allows you to take off and land in a short distance. That gets us into places that airplanes couldn’t go before.

We are taking off and landing at like 30 miles an hour. That’s part of what the flaps allow you to do—take off and land at these slow speeds, at those steeper angles.

You wouldn’t think anything of approaching a stop sign at 35 miles an hour—it’s not consequential. That’s really the secret to the market access, which comes from being able to get into small spaces, from being able to fly slowly, and from the high lift that distributed electric propulsion lets you get.

Avionics: Could you share any details about Electra will be testing during the flight test program this summer with the technology demonstrator—the aircraft’s performance, aspects of the design, et cetera?

Stewart: Firstly, fundamental blown lift aerodynamics and things that will carry over into the product aircraft. Secondly, operational experiences—how to fly this aircraft into small spaces, how to demonstrate that, and work with customers and partners to demonstrate that.

Third, we are building confidence in the certification basis and approach. I think we have a good mutual understanding with the FAA on what it looks like. It’s a multi-engine airplane; the concept of an airplane with flaps is not new. We’ve managed to use new technologies to get more performance out of those flaps than you could have before, but the basic concept is there. 

That said, flying slowly and getting in small spaces is a little different. We think that it will be a very compelling airplane for that demonstration and for the certification basis maturation. 

As far as specific technical objectives, they’re fairly traditional: it’s going to be aircraft performance. That means take-off distance and speeds, landing distance and speeds, climb performance, approach angles, flying qualities, and stability and control through the whole envelope. There are strain gauges that measure stress and strain in certain locations on the airplane to validate the load models that were used. 

The other element is hybrid propulsion and systems management. There are a lot of interesting systems that we’ve developed which help us manage the hybrid system. How much power should you use from the battery, and how much should come from the turbo generator? That is the exact kind of question that we think we’ve answered through simulation and ground tests, but we really want to run it through its paces in flight tests.

What are some of the potential applications for the eSTOL production aircraft in different industries or sectors?

Stewart: Aircraft are used in almost all industries—any particular model of airplane in commercial service or a helicopter that’s in commercial service today is used for passengers, cargo, air ambulance, government, and special missions. The aircraft is multi-role. That’s ultimately the objective. We’re very strong believers in the dual-use mindset, where you have commercial and government use cases in mind. That’s exemplified in the STRATFI partnership that we announced earlier this year, where we bring $30 million in Air Force matching funds with $55 million in private funds to develop and test that pre-production prototype with the Air Force.

As far as how we think about the market, I think we’ve taken a very pragmatic approach. We believe fundamentally in the incredible potential for these new technologies—in particular, propulsion, electrification, and hybridization. But we recognize that the aircraft needs to fit into the world as it exists today. We can make evolutionary improvements, but in such a safety-critical industry, you have to be very sensitive to the fact that things move a little bit slower than other industries—and in many cases for good reason, driven by that safety case. The U.S., and the aviation industry [in general], did not become the safest mode of transportation on accident. 

I think what makes us particularly unique is we believe that we start principally in existing markets, replacing fixed-wing and helicopters—conventional aircraft—on current routes. This is a newly designed airplane that has better performance and new technologies, so it can be competitive on costs and the environmental side. But over time, as these new markets mature, and as the world really begins to appreciate the full potential of blown lift, you can start to see this market growth. It’s revolutionary and yet incremental at the same time. You start incrementally but have revolutionary capabilities ready for when the rest of the world is ready for it. 

The particular emphasis that we have on hybridization, and the hybrid propulsion system overall, is because with battery energy densities as they are today, it’s really hard to make an airplane with useful regional range. On a battery electric aircraft, you’re typically looking at 50 to 150 miles of usable range before the aircraft becomes incredibly heavy and bloated. 

We’ve designed this airplane for useful regional ranges—500 miles. We tried to close a business case for our customers in the airplane based on battery-only configurations and we just couldn’t see a way to close that. 

There’s great promise in new technologies like fuel cells and hydrogen-burning engines, but those are longer-term developments. They still need a lot of maturation both on the technical and safety certification side, as well as the infrastructure [side] and how you actually deploy those systems at scale. It’s not well-established, but there are a lot of people working on it. The beauty of hybridization is that when those technologies are ready, we can replace the conventional propulsion systems with these new propulsion systems without having to change the base design of the aircraft. 

(Photo: Electra)

What are some of the key challenges that you anticipate coming up as you work towards certification and entry into service for the production aircraft, and your strategy for addressing those challenges?

Fundamentally, I think Electra has chosen a very pragmatic technical approach. We have taken a lot of the risk out of the configuration by picking a multi-engine airplane. That doesn’t mean that there won’t be unique considerations and peculiarities of this airplane. There always are special conditions for every airplane, but that’s normal. There are some unique challenges on the hybridization side and having the certification of a turbogenerator. In many ways, we think that’s well mitigated by the safety case. On this airplane, we effectively have many different energy sources—several batteries and the turbogenerator. 

Every big airplane that is flying today has a small turbogenerator in it—the APU [auxiliary power unit]. The APU in most big airplanes is about the same size as the turbogenerator that we use for our airplane. One of the ways that we mitigate a lot of the particular novelty or risk of the certification of the hybrid propulsion system is by basing it off of relatively known and well-understood technology. 

On the blown lift side, one of the things that is unique about this airplane is the definition of a stall speed [the minimum speed an aircraft must fly at to produce lift]. When it flies slowly and the stall speed varies based on how much blowing there is from the propellers, the typical definition of stall speed doesn’t necessarily make sense in that context. One of the objectives of the tech demonstrator is to show a rational data-driven basis for how one should think about defining the stall speed and how the stall speed and other key speeds fit into the aircraft design requirements.

A lot of certification risk and program risk is mitigated through the program design and through trying to take this more conventional, pragmatic approach, which is why the challenges are sort of more normal, run-of-the-mill airplane development challenges. One of the great things about our airplane is that it serves as a potential training ground for pilots—you get your commercial multi-engine at 250 hours, and the requirement to fly for an air carrier is 1,500 hours, or 1,250 with some special exemptions. So a lot of them have 1,000-plus hours of experience that they need to get before they can fly a large Part 25 class kind of commercial airplane. Our airplane actually is the perfect bridge between those. You can start flying it and getting that time and experience while also being useful to the operation.

I think it’s an underappreciated significant burden on the operators of those [eVTOL] aircraft to think about how they’re going to have to certify all of these pilots. We don’t have to think about that. As a multi-engine airplane, we have to provide specific training and materials for our airplane, of course, but the basic license is the same that they’ll come out of school with, and I think that’s really powerful. 

The post Electra Reveals Hybrid eSTOL Tech Demonstrator appeared first on Avionics International.

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Study Highlights Growing Confidence in Digital Twin Technology

Aerospace and defense (A&D) investment in digital twin technology has grown by 40% over the last financial year. (Photo: GE)

The aerospace and defense industry is constantly investing in new designs and concepts to improve aircraft efficiency and capabilities and support technological infrastructure. Despite its consistent innovation, this sector is notorious for being responsible for large amounts of carbon emissions in the atmosphere, making the testing and introduction of cleaner technology important to both the industry and the world. A new study from Capgemini has shown that aerospace and defense firms have continued investing in digital twin technologies to help create modern solutions in a greener and more sustainable manner.

Digital twins are digital replicas of physical assets, systems, or processes. Existing only in a virtual setting, digital twins make it possible to test a variety of questions and innovations cost-effectively, as the process does not require undergoing the costly and timely process of developing a physical prototype or simulating physical conditions in an authentic setting. This technology allows for major design questions to be answered and decisions to be finalized prior to the production of a physical prototype- helping lower costs and in many cases the time to market.

This technology could be beneficial to the aerospace and defense industry. The sector is currently facing many daunting challenges, including a skilled labor shortage and an aging workforce that has resulted in firms struggling to maintain the human capital they need. Furthermore, supply chain disruptions have led to increased difficulty for firms as they design new concepts and prototypes. However, perhaps the biggest issue digital twin technology will address is carbon emissions. After all, the aviation industry alone was responsible for emitting over one billion tons of carbon dioxide in 2018. As a notorious contributor to climate change, the industry’s use of this technology will allow it to design more environmentally-friendly concepts at a fraction of the cost, fostering innovation and a movement toward sustainable technology.

The goal to decarbonize aviation is widely recognized as one of importance for the industry, and 67% of companies claimed that decarbonizing the industry was driving investments in digital twin technology. This figure is up from 60% in 2022. As an alternative to burning fossil fuels, firms have been heavily investing in new technologies like electric batteries and hydrogen fuel to power flight- and 75% said that digital twin technology immediately added value to product/system development. This is mainly because it allows engineers to validate steps of the design process virtually, thus reducing testing time for prototypes.

(Photo: Capgemini)

As Capgemini’s study highlights, some of the biggest companies in the sector have begun to acknowledge the advancements digital twin technology will help them make. Max Egorov Nova, Airbus UTM’s Head of Simulation, explained, “Our digital twin allows us to model, simulate, and scale a wide range of situations for critical stakeholders, including drone and aircraft pilots, operators, regulators, and the UTM [uncrewed traffic management] service providers themselves.”

While almost half (47%) of the firms surveyed as a part of the study believed that utilizing digital twin technology in the design phase of new products will help companies yield short-term benefits, its usefulness can extend beyond design. Many believe that developing virtual network environments, in which companies can simulate and analyze the flow of products through a supply chain, can help optimize current systems and proactively counter future challenges. 39% of surveyed firms believe that this technology can help optimize supply chains, and 81% agree that digital twins help improve the reliability of their systems.

As recovery from the pandemic continues, businesses across the aviation industry are “beginning to appreciate that digital twins hold greater value than just creating 3D models of products and solutions. Digital twins’ true potential is being able to accurately simulate every step of the creation process from design, manufacturing, and through real-world operations and applications,” explained Lee Annecchino, Global Industry Lead for Aerospace and Defense at Capgemini. “If greater investment in the technology continues, as our research indicates, digital twins will enable automation at every point on the value chain, generating significant cost reductions and driving innovation. 

As the aerospace industry continues to pursue new, climate-friendly technologies to make air transport more sustainable, digital twin technology has shown to be capable of reducing costs of development and giving engineers a better understanding of how new technology will operate and impact the external environment. Investment and use of digital twin technology are likely to continue growing as more firms turn to it as a viable solution to their design needs.

The post Study Highlights Growing Confidence in Digital Twin Technology appeared first on Avionics International.

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Universal’s InSight Receives STC for Hawker 800 Flight Deck Upgrade

Universal Avionics announced that the FAA has granted Supplemental Type Certificate (STC) approval to Southeast Aerospace, an authorized dealer, for InSight flight deck upgrades on the Hawker 800. (Photo: Universal Avionics)

Last week, Universal Avionics announced that Southeast Aerospace received Supplemental Type Certificate (STC) approval from the FAA for cockpit upgrades on the Hawker 800 using InSight, Universal’s integrated flight deck. This milestone means that Universal’s new technology can help modernize the flight deck of the aging business jet and offer a variety of advantages to operators who utilize the system.

As an integrated flight deck solution, InSight’s new features will make flying safer and easier for pilots. These features include things like a 3D synthetic vision system with advanced mapping capability, touchscreen displays, and embedded electronic charts that display an aircraft’s present position, all of which modernize navigation and flight operations. Additionally, InSight is equipped with dual UNS-1Fw flight management systems, which boast extensive navigation databases and can add up to 2,000 routes and 100 company airports to the system. It is also equipped with LPV (Localizer Performance with Vertical Guidance). 

Universal Avionics finished engineering its InSight display system in 2017. The following year, the company received an FAA technical standard order (TSO) for its electronic flight instrument control display unit (ECDU) for the InSight system. And in 2019, a new “Fly By Sight” navigation system for business aircraft made its debut, merging the company’s ClearVision SkyLens Head Wearable Display (HWD) and the Interactive Flight Management System (i-FMS).

The benefits operators will receive from InSight are extensive. InSight is lighter and has significantly less wiring when compared to existing technologies, which translates to lower maintenance and operating costs. Furthermore, the additional situational awareness provided by synthetic vision and other technological upgrades improves safety for pilots and passengers. Features like interactive digital maps and full engine integration improve the system’s functionality compared to existing flight decks.

Though the Hawker 800 is aging and has been in use since the 1980s, over 1,000 of the type still remain in service today. With the aircraft still heavily utilized for business aviation and charters, Universal’s InSight will help bring improved technology to the decades-old design.

Luke Gomoll from Southeast Aerospace demonstrated enthusiasm for this new technology, explaining, “Hawker 800(A)(B)(XP) owners and operators have a reason to be excited! It has been a long time since this airframe has received this level of attention. The SEA Hawker InSight upgrade is quite comprehensive in addressing multiple obsolete components and brings tremendous value as an upgrade. Better yet, this upgrade is available now using equipment that is available now. So, stop swapping those CRTs and step into a new EFIS with numerous other technology enhancements. Put the fun back into flying!”

Dror Yahav, CEO of Universal Avionics since 2019, also commented on the achievement, saying, “The InSight Display System upgrade is a sustainable glass cockpit solution elevating operations for business operators today with enhanced situational awareness, improved reliability, and long-term savings.”

For years Universal Avionics, a subsidiary of Elbit Systems Ltd., has provided the aviation industry with retrofit solutions, which are now installed on over 35,000 aircraft across the world. The FAA’s approval of the STC for the Hawker 800’s flight deck upgrades marks yet another successful attempt by Universal to bring modernized and improved technology to existing aircraft in service.

The post Universal’s InSight Receives STC for Hawker 800 Flight Deck Upgrade appeared first on Avionics International.

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Increasing Insider Cyber Threats Pose Risks to Aviation

77% of organizations across U.S. critical national infrastructure have seen more insider-driven cyber threats in the past three years. (Photo: ICAO)

A recent survey conducted by Bridewell, a cybersecurity services company headquartered in the UK, reveals a concerning surge in insider cyber threats within critical national infrastructure (CNI) organizations. The transport and aviation sectors are particularly at risk. As economic uncertainties loom, organizations are facing budget cuts in cybersecurity, further exacerbating the threat landscape. This research is some of the first conducted by Bridewell that focuses on the U.S. 

Bridewell’s Principal Lead Consultant, Chase Richardson, talked about the consequences of these trends—and how organizations can mitigate cyber threats—in a recent interview with Avionics International.

“Over the past decade, cybersecurity has become a mainstay in overall budgets at organizations,” he explained. “However, in in the past 12 to 18 months, we’ve seen a reduction in those budgets with our clients in the aviation sector—as well as those that we surveyed.”

The economic downturn has prompted a reduction in cybersecurity budgets across various industries, including transport and aviation. While cybersecurity had become a significant component of organizational budgets over the past decade, recent financial instabilities have led to budget pullbacks. The economic uncertainty also fuels concerns about an increase in cybercrime within organizations. As employees face job insecurity and financial pressures, a notable 30% of surveyed companies expect an upsurge in internal cybercrime. Simultaneously, approximately 34% anticipate an increase in external cyberattacks orchestrated by tech-savvy individuals driven by economic conditions.

To adapt to budgetary limitations, organizations are adopting different strategies. Outsourcing historically internal cybersecurity activities to third parties can offer potential cost savings, Richardson commented. Companies may also delay cybersecurity projects and assessments, hoping for improved economic conditions in the future. 

Additionally, he emphasized the consolidation of vendors as a growing trend. The aviation industry, in particular, has experienced an influx of vendors supplying various components, leading to increased risk exposure. “It’s becoming a tipping point of having too many vendors to try to manage,” he said. Consolidating vendors allows organizations to streamline risk analysis and assessment, resulting in time and cost savings.

Among the numerous cyber threats faced by the aviation industry, ransomware attacks pose the most significant concern. Ransomware can effectively paralyze an organization’s daily operations, impeding access to essential systems and applications. 

Bridewell’s survey indicates an average of 24 ransomware-related incidents within the aviation industry over the past year alone. This number likely underestimates the actual occurrence, Richardson noted. “We see those numbers underreported because no company wants to admit when they’ve had these cyber attacks.” It is crucial to acknowledge that ransomware attacks will remain a persistent threat in the aviation industry and elsewhere.

Richardson suggests several strategies to combat the risks posed by insider cyber threats. Firstly, organizations should prioritize maintaining a sufficient cybersecurity budget, even amidst poor economic conditions. Investing in robust cybersecurity measures and staff training is vital to ensure proactive defense against evolving threats. 

Additionally, organizations must cultivate a strong cybersecurity culture, emphasizing employee awareness and education on cybersecurity best practices. Regularly evaluating and updating security protocols, conducting cybersecurity assessments, and engaging third-party experts can further bolster defenses.

The alarming rise in insider cyber threats within critical infrastructure organizations, including the transport and aviation sectors, demands immediate attention. Economic uncertainties have led to reduced cybersecurity budgets, increasing the risk of internal and external cybercrime. Ransomware attacks, in particular, pose severe consequences for organizations. By implementing strategic measures such as outsourcing, vendor consolidation, and maintaining cybersecurity budgets, organizations can better defend against insider threats. To protect critical infrastructure and ensure global security and stability, it’s necessary to cultivate a cybersecurity culture and stay informed about emerging trends.

The post Increasing Insider Cyber Threats Pose Risks to Aviation appeared first on Avionics International.

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