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Making Business Aviation Maintenance and Operations More Efficient

The new Veryon Work Center is a service center management solution tailored to meet the aircraft maintenance needs of business aviation operators and management companies. (Photo: California Aeronautical University)

Veryon Tracking recently launched Veryon Work Center—a unified platform designed to streamline the maintenance and return-to-service process for business aviation operators and management companies. The company claims that Work Center fills a gap in the market by providing an all-in-one solution for maintenance tracking, parts procurement, and invoicing.

Veryon was formerly known as ATP, and the company has been involved in the aviation industry for over 50 years. Flightdocs joined Veryon in 2020.

Overview of Veryon Work Center

The Veryon Work Center aims to expedite aircraft return-to-service by unifying various aspects of aviation management. According to Veryon’s website, the software provides real-time airworthiness information. It also offers customizable workflows, pricing profiles, and invoicing solutions.

Addressing Industry Pain Points

In an interview with Avionics International, Kent Pickard—Veryon’s vice president of product management—said that Work Center is a response to customer feedback, particularly in the areas where Veryon’s existing solutions fell short. “We had really good depth in maintenance tracking,” Pickard shared. “Work Center multiplies the value of all those tools that we already had, in terms of inventory, maintenance tracking, et cetera. We created a hub for the mechanic to get stuff done from one single place.”

“What a mechanic wants to do is fix and maintain the airplanes,” he explained. “They want to get the job done. That’s what is in everyone’s best interest—to focus on the actual work. We can actually measure our success from a mechanic’s perspective: the less time that they spend in software, the better. Work Center really enables them to do that.”

Pickard added that when the mechanic’s work becomes easier, it also simplifies the management of the entire organization. “The managers are able to plan the work, understand exactly what parts are needed, and where and how they’re going to get those parts.”

(Photo: Veryon)

Part 135 Operators

Work Center is designed with Part 135 operators in the business jet charter and management industry in mind. The software aims to improve operations by optimizing logbook generation, tracking costs and labor, and streamlining the procurement and invoicing processes.

ROI and Value Proposition

While Pickard didn’t specify exact figures, he stated that early adopters of Work Center have seen some great returns on their investments. With supply chain issues exacerbated by COVID-19, the new platform could prove to be a crucial tool in navigating procurement and operational challenges.

Wing Aviation is one of Veryon’s customers. Jeremy Gee, Wing’s CEO, commented, “Veryon Maintenance Tracking has been an integral part of our aircraft management workflow for many years. We’re excited to participate in the growth of Work Center and look forward to leveraging it to efficiently manage our diverse charter fleet. Implementing Work Center has allowed us to consolidate our maintenance software into a single platform helping us to further simplify our processes, improve our clarity, and continue the scalable growth of our business.”

(Photo: Veryon)

Value for Management Companies

One of the features Pickard was particularly excited about was Work Center’s invoicing capability. This new feature enables management companies to capture all costs and markups, and to generate invoices for in-house work, making it an attractive option for businesses that manage aircraft for owners.

Strategic Priorities

“Our mission as Veryon is to get our customers more uptime,” said Pickard. “Through the course of the next year, I think that we now have the critical mass as the ideal aircraft maintenance operations platform. We have these revolutionary new capabilities. I expect us to keep evolving that through the course of next year.”

He also mentioned the Veryon Technical Publications product, used in general and business aviation. “We can use our new depth with work execution, and the synergies between that other product in new and exciting ways. We’ll be continuing to refine that.”

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Garmin Gets FAA Thumbs Up for GFC 600 Autopilot in King Air F90s

Garmin announced last week that it has received FAA Supplemental Type Certification for the GFC 600 digital autopilot in Beechcraft King Air F90 aircraft. (Photo: Garmin)

Garmin has received Federal Aviation Administration supplemental type certification for its GFC 600 digital autopilot in Beechcraft King Air F90 aircraft.

Optimized for turbine aircraft, the GFC 600 is designed to reduce workload and bring new operational capabilities such as Vertical Navigation (VNAV). Other new capabilities include automatic course deviation indicator switching when paired with a GTN series navigator and enhanced go-around capabilities including missed approach sequencing.

The GFC 600 certification for the King Air F90 provides owners and operators with an autopilot upgrade that can be integrated with G600 and G600 TXi flight displays. The upgrade can also be integrated with the GI 275 electronic flight instrument as well as the GTN and GTN Xi Series of navigators.

Garmin’s Autopilot

The self-contained autopilot controller incorporates backlit keys and a bright, sunlight-readable display that depicts autopilot status and mode selection. An intuitive built-in control wheel also provides convenient adjustment of aircraft pitch, airspeed, and vertical speed modes. When the level button is selected, the aircraft automatically returns to straight-and-level flight, Garmin says.

“Environmentally hardened autopilot servos designed for harsh operating conditions contain brushless DC motors offering improved performance and reducing maintenance requirements when compared to decades-old servo designs on the market today,” Garmin said in a statement. “In addition, these servos offer more torque to help pilots better respond to demands required of turbine aircraft.”

The standard 6.25-inch design of the GFC 600 mode controller allows for routine installation into the King Air’s avionics stack. In King Air F90 aircraft, the GFC 600 will require a G600 TXi or G600 flight display.

Capabilities

In addition to traditional autopilot capabilities such as altitude hold, vertical speed, and heading modes, the GFC 600 includes:

Premium functions and advanced capabilities such as altitude pre-select2 and indicated airspeed hold mode.
Ability to select, couple, and fly various instrument approaches, including GPS, ILS, VOR, LOC, and back course approaches.
Built-in GPS roll steering capability eliminates the need for external roll steering converters and allows for smoother navigation tracking when installed with a compatible navigator.
Level Mode button, which automatically engages the autopilot to restore the aircraft to straight and level flight.
Underspeed and overspeed protection.
Yaw Damping (YD) mode minimizes yawing oscillations while also helping to maintain coordinated flight.
Flight Director command bars can be displayed on a flight display such as the G600 and G600 TXi.
Coupled “go-arounds” for pilots to fly during missed approach sequencing. A remotely installed go-around button commands the Flight Director to display the appropriate pitch attitude required for the missed approach procedure and activates a loaded missed approach when paired with a GTN 650/750 or GTN 650Xi/750Xi navigator.
Included pitch-trim servo adds automatic trim and improved manual electric trim.
Control wheel steering is available, which allows the pilot to adjust pitch, roll, altitude hold, vertical speed, or airspeed references using the control yoke while the autopilot is engaged.

Electronic Stability and Protection

Garmin’s Electronic Stability and Protection (ESP) comes standard with the GFC 600 digital autopilot, which works to assist pilots in maintaining aircraft stability. ESP functions independently of the autopilot and works in the background to help pilots avoid inadvertent flight attitudes or bank angles. It also provides airspeed protection while the pilot is hand-flying the aircraft, Garmin says.

With FAA approval of the GFC 600, the King Air F90 will receive low bank mode “to help increase passenger comfort by automatically lowering the autopilot roll limit at higher altitudes,” Garmin says.

A separate switch may also be used by the pilot to activate/deactivate low bank mode at any altitude. Additionally, GFC 600-equipped King Air F90 aircraft will feature emergency descent mode. In the event of a loss of cabin pressurization, the autopilot will automatically descend to a preset altitude without pilot intervention to help avert hypoxic situations.

The GFC 600 digital autopilot for the Beechcraft King Air F90 will be available in early September through select Garmin authorized dealers.

The FAA approved the GFC 600 in 2018 for use with the cargo pod-equipped version of the Cessna 208B. The GFC 500 was approved on Cessna 210 models K, L, M, and N as well as the turbocharged versions of those models. Garmin received FAA approval in 2019 for its GFC 500 on the Beechcraft Bonanza F33A. Approval was also granted for the GFC 600 on Beechcraft Baron models 58P, 58PA, 58TC, and 58TCA from 1983 or earlier.

Embraer-CAE Training Services to Launch New Pilot Training Program

Embraer and CAE will add both pilot training and cabin crew training for Embraer’s E-Jet E2 commercial aircraft. Pictured above from left to right: João Dimas dos Santos, CAE’s Senior Manager, Sales, Asia Pacific; Guylaine Audet, CAE’s Director of Operations, Asia Pacific; Michel Azar-Hmouda, CAE’s Vice President, Global Commercial Aviation Training; Lais Port Antunes, Services & Support Director, Commercial Aviation (Asia Pacific), Embraer Services & Support; Alexandre Toribio Junior, Embraer’s Head of Flight Training and Instructor Pilot, Embraer Services & Support (Photos: Embraer)

Embraer and CAE will add both pilot training and cabin crew training for Embraer’s E-Jet E2 commercial aircraft, an expansion of a 16-year joint venture between the two companies. Embraer-CAE Training Services (ECTS) plans to deploy an E-Jet E2 full-flight simulator at the Flight Training Centre in Singapore, with training expected to start in December.

There is a growing fleet of E2 jets in the Asia Pacific region—one reason that Singapore was selected as the first location for the global E-Jet E2 training network.

Johann Bordais, President and CEO, Embraer Services & Support, remarked, “We are more than ever committed to providing high-quality training programs available in locations close to our E-Jets E2s’ operators.”

The E175-E2 Profit Hunter incorporates 4th-generation fly-by-wire technology and high-quality connectivity.

“Launching the new program in Singapore brings E2 training closer to our APAC customers and ensures their pilots are ready to take flight as E2 jets join their fleets,” commented Michel Azar-Hmouda, Vice President, Commercial Aviation Training, CAE.

The E-Jet E2 training program will include CAE 7000XR Series full-flight simulators, including the CAE Tropos 6000XR visual system, in addition to CAE XR Series’ flight training devices.

CAE 7000XR Series Level D Full-flight Simulator (Photo: CAE)

Boeing’s Sustainability Approach: A Closer Look

A Q&A with Boeing’s Jim Hileman sheds light on the company’s strategies to promote sustainability, such as working to enable the use of 100% sustainable aviation fuel. (Photo: Boeing)

Jim Hileman, vice president and chief engineer of Sustainability & Future Mobility at Boeing, talked about the company’s approach to sustainability in a recent interview with Avionics International. This is Part 2 of a two-part Q&A series with Jim Hileman. Part 1 features a discussion of Boeing’s approach to next-gen aircraft, new technologies, and improving operational efficiency (read Part 1 here).

Avionics International: In terms of sustainability, what strategies is Boeing adopting to reduce the environmental impact of aircraft? Are there any specific initiatives or technologies being developed?

Jim Hileman: We are working closely with our customers and governments around the globe to support civil aviation’s commitment to achieve net zero carbon emissions by 2050. Boeing continues to simultaneously advance four strategic pathways to achieve this goal: fleet renewal, renewable energy, advanced technologies, and operational efficiency.

New airplanes provide significant efficiency gains, and each generation of fleet renewal reduces fuel use and emissions.

Under any scenario, we will need massive amounts of sustainable aviation fuels (SAF) if we are to meet civil aviation’s 2050 net zero commitment. We are working with partners around the world to advance SAF as well as with our supply chain to enable 100% SAF compatibility on our airplanes by 2030.

In addition to the work on advancing SAF, Boeing is also developing future flight concepts that integrate other renewable fuel sources with advanced technology.

This includes studying hydrogen and hybrid-electric aircraft concepts across key areas, such as safety, physics, and certification challenges, future market applicability, and technology development. We are also examining other potential future energy carriers for aviation.

Flying existing airplanes with greater operational efficiency can reduce emissions; in some instances, this could reduce emissions by up to 10%.

Boeing expanded its ecoDemonstrator flight-test program to further accelerate innovation for safety and sustainability. With the 2023 program, we will assess 19 technologies on the current flagship Boeing ecoDemonstrator airplane, a 777-200ER, which include sustainable wall panels in the cargo hold that are made of 40% recycled carbon fiber and 60% resin made from a bio-based feedstock as well as a fiber optic fuel quantity sensor compatible with 100% SAF.

This year, the Boeing ecoDemonstrator program also added “Explorer” airplanes to focus testing on a singular project or technology. The highest available blend of SAF is purchased to cover all flight tests.

Avionics International: Is Boeing taking any steps to engage with regulators, industry stakeholders, or customers to promote sustainability?

Jim Hileman: Global partnerships are key to advancing our strategies. In 2022, we added ten major technology development partnerships to enable collaboration on a sustainable aerospace future and in 2023 organized the Sustainable Aerospace Together Forum in Seattle, which brought multiple stakeholders from aviation, energy, finance, and policy under one roof to collectively discuss sustainability solutions.

To support the aviation industry as it pursues its sustainability goals, Boeing created and publicly launched Cascade, a data modeling and visualization tool that assesses the full lifecycle impacts of each of our major paths to decarbonize aviation and to inform the most impactful and effective strategies to reach net zero by 2050. Airline operators, industry partners, and policymakers use the tool to inform when, where, and how different fuel sources intersect with new airplane designs. Cascade is available at http://www.sustainabilitytogether.aero/.

Boeing also published its 2023 Sustainability Report in June, highlighting accomplishments through the past year and across key goal areas of employee safety and well-being; global aerospace safety; equity, diversity and inclusion; sustainable operations; innovation and clean technologies; and community engagement.

Avionics International: What is the company’s perspective on the future of electric or hybrid-electric aircraft?

Jim Hileman: SAF offers the greatest potential to decarbonize aviation in the coming decades with dramatic reductions in CO2 emissions over the fuel’s life cycle. SAF created from waste materials can provide an 85% reduction in emissions and there are efforts underway to get larger reductions in the future. SAF is required to meet the net zero 2050 goal, but that doesn’t mean that it’s the only thing we are doing.

Boeing is studying electric aviation including fully electric, hybrid-electric and more electrification of aircraft systems, as well as concepts that use hydrogen fuel cells. We are also conducting research on other energy carriers that could be used to power aircraft in the future.

Some examples of our work on electric and hybrid-electric aircraft:

EPFD: As part of Boeing, Aurora is supporting GE Aerospace and NASA’s Electrified Powertrain Flight Demonstration (EPFD) program by building and flight testing a hybrid-electric aircraft demonstrator. The project will demonstrate practical, vehicle level integration with GE’s megawatt-class electrified propulsion systems and get these systems into flight.

Wisk: Boeing has made significant investments in California-based Wisk Aero, a leading Advanced Air Mobility company and is partnering on development of an all-electric, self-flying air taxi in the U.S. In 2023, Wisk became a wholly-owned subsidiary of Boeing.

Avionics International: What advancements in aircraft technology might be coming in the next decade? How will these advancements impact the efficiency and performance of aircraft?

Jim Hileman: Boeing continues to advance its four strategic pathways to reduce emissions: fleet renewal, renewable energy, advanced technologies, and operational efficiency.

Renewable energy

We are doing everything we can to enable the use of 100% SAF as soon as possible.

SAF is currently limited to a blend of 50% with petroleum.

Boeing is working with suppliers to study how 100% SAF interacts with airplane parts that come into contact with fuel. The testing is crucial to understanding the work we need to do to make Boeing’s airplane systems and materials compatible with 100% SAF.

Boeing is also supporting the work of ASTM International to develop jet fuel standards that would enable existing aircraft to use 100% SAF with synthetic aromatics produced from biomass and waste resources. Significant analysis and component testing, as well as demonstration flights, show that it is indeed possible to fly on certain 100% SAFs, and to do so with the fleet of aircraft we have in use today.

Hydrogen: Boeing has conducted six demonstration projects and has extensive experience using hydrogen as a fuel for launch vehicle and space applications. We continue to study and test the potential of this energy source. In the 2040s, hydrogen fuel cell powered air vehicles could start to penetrate the market in the sub-regional segment.

Sustainable Flight Demonstrator (SFD): In January, NASA selected Boeing and its industry team to lead the development and flight testing of a full-scale Transonic Truss-Braced Wing (TTBW) demonstrator airplane as part of the SFD program. The airplane has been designated as X-66A and is NASA’s first X-plane focused on helping achieve its goal of net-zero aviation greenhouse gas emissions. When combined with expected advancements in propulsion systems, materials, and systems architecture, a single-aisle airplane with a TTBW configuration could reduce fuel consumption and emissions up to 30% relative to today’s domestic fleet of airplanes.

The Next Generation of Aircraft: Insights from Boeing

VP and chief engineer of Sustainability & Future Mobility at Boeing, Jim Hileman offers insights into the company’s priorities for aircraft development. Pictured above is a 777. (Photos: Boeing)

Jim Hileman, vice president and chief engineer of Sustainability & Future Mobility at Boeing, shared details about next-gen aircraft, new technologies, operational efficiency, and more in an interview with Avionics International. This is Part 1 of a two-part Q&A series with Jim Hileman. Part 2 features a discussion of Boeing’s approach to sustainability (read Part 2 here).

Avionics International: What are some of Boeing’s priorities in developing the next generation of aircraft?

Jim Hileman: We’re making steady progress across our development programs, including the 737-7, 737-10, 777-9, and 777-8F.

When positioning for our future, we are focused on the technology and capabilities that we need to ensure our next products deliver a generational leap in capability for our customers and reshape our markets.

We’re significantly increasing our research and development over these next several years, and much of that will be focused on our capabilities: producibility, digital, sustainability, and autonomy.

We expect to be in a position to introduce a new airplane sometime in the middle of the next decade.

Boeing 737 MAX

Avionics International: How does Boeing ensure the safety and reliability of new technologies implemented in aircraft?

Jim Hileman: Safety is the primary consideration when Boeing engineers design an airplane or incorporate new technologies.

In addition to meeting regulatory requirements before certification, each airplane must meet Boeing’s design standards. Often these standards are more stringent than regulatory requirements.

New technologies are subject to robust processes that ensure safety throughout design, testing, certification, and operation.

747-8F

Avionics International: How does Boeing approach the challenge of noise reduction in aircraft?

Jim Hileman: Boeing has an active research program to look for innovative ways to reduce noise from aircraft and the Boeing ecoDemonstrator program has played an integral role, testing noise technologies in the cabin and on the outside of the airplane, in addition to testing operational efficiency maneuvers to reduce noise around airports and communities.

Almost every ecoDemonstrator test platform has conducted noise testing, including comprehensive noise testing in partnership with NASA on the 2020 ecoDemonstrator, an Etihad Airways 787-10 Dreamliner.

Boeing is collaborating with many organizations around the world to reduce aircraft noise through improved operational procedure concepts for our current aircraft as well as advancing new lower noise technologies for future aircraft.

The certification noise levels for all aircraft are published and publicly available. New aircraft families have smaller footprints than the aircraft they replace.

For example, the noise footprint of the 737 MAX is 50% smaller than that of a 737NG.

The cumulative certified noise levels for the 787 (introduced in 2011), which is created by an aggregate of three separate noise measurements on approach and takeoff, is roughly 60 dB lower than the comparable value of the 707 (introduced in 1958). While it is difficult to put this into percentages, this equates to approximately a 90% reduction in the noise footprint area.

737 MAX

Avionics International: What advancements in aircraft technology might be coming in the next decade? How will these advancements impact the efficiency and performance of aircraft?

Boeing continues to advance its four strategic pathways to reduce emissions: fleet renewal, renewable energy, advanced technologies, and operational efficiency.

Fleet renewal

New airplanes provide significant efficiency gains, and each generation of fleet renewal reduces fuel use and emissions. Some examples:

737 MAX: Powered by CFM International LEAP-1B engines and incorporating an optimized aerodynamic design, the 737 MAX reduces fuel use and emissions by 20% compared to the airplanes it replaces.

787 Dreamliner: The 787 has best-in-class economics, including 25% lower fuel consumption and emissions than the airplanes it replaces.

777X: With new breakthroughs in aerodynamics and engines, the 777X will deliver 10% lower fuel use and emissions and 10% lower operating costs than the competition. With advanced technology from the new 777X and proven performance from the 777 Freighter, the new 777-8 Freighter offers the highest payload and lowest fuel use, emissions, and operating costs per tonne of any large freighter.

Renewable energy

We are doing everything we can to enable the use of 100% SAF [sustainable aviation fuel] as soon as possible.

Advanced technologies
Electric propulsion: In this decade, battery technology will enable electric aircraft for urban air mobility, such as the self-flying, battery-electric aircraft being certified by Wisk. Boeing will continue to pursue and increase electrification on our platforms when these systems provide an opportunity to optimize energy management on the aircraft and increase overall airplane performance and efficiency.

An example of this is the more-electric architecture introduced on the 787 Dreamliner, which produces 1.45 megawatts of electrical power, more than five times the power on a current 767.

Operational efficiency

Boeing is working with air traffic controllers in multiple regions to optimize an airplane’s flight path, from takeoff to touchdown.

Boeing partnered with air navigation service providers in Japan, Singapore, Thailand, and the U.S. on a test demonstration in June 2023, called multi-regional Trajectory Based Operations (MR TBO) to improve operational efficiency with its first ecoDemonstrator Explorer, a 787-10 Dreamliner.

UK Flights Delayed After Air Traffic Control System Outage

On Monday, because of a technical issue with the flight planning system used by air traffic control, NATS put traffic flow restrictions in place that led to delays and cancelations of flights in the UK. (Photo: NATS)

NATS, the UK’s leading provider of air traffic control services, made a statement on Monday that an ongoing technical issue was affecting its flight planning system. Traffic flow restrictions were put in place as of 12:10 UK time. Thirty minutes later, NATS clarified, “UK airspace is not closed, we have had to apply air traffic flow restrictions which ensures we can maintain safety.”

By 15:15 UK time, the issue was located and fixed. NATS explained, “The flight planning issue affected the system’s ability to automatically process flight plans, meaning that flight plans had to be processed manually which cannot be done at the same volume, hence the requirement for traffic flow restrictions.”

According to BBC’s coverage of the situation, “Several airports across the UK, and airlines including Ryanair, EasyJet, Wizz Air, Loganair and Aer Lingus have all warned passengers of delays or cancellations to flights.”

“Bank Holiday Monday is one of the busiest days of the year, as many people return from long weekend trips abroad,” travel journalist Simon Calder told BBC News.

Sune Engsig, VP of product development at software automation platform Leapwork, made the following comments on the situation:

“Aviation, like many industries, relies on a patchwork of old and new technologies and software components that have evolved over time. With every update and new technology that comes along, entire processes and workflows need to be re-tested to check things work as they should, and the result is that thinly stretched IT teams have a lot to juggle. While we can’t be sure [of] the exact nature of an outage, more often than not they are caused by human error because quality assurance teams don’t have the right tools available to them to help manage all these tests quickly and efficiently.

“As we continue to digitize the world around us, industries like aviation—where there are a lot of mission-critical processes—need to take a deeper look at how automation tools can help them stay on top of day-to-day quality assurance so routine updates don’t cause outages, and allow their skilled teams to focus on the most high-value tasks.”

Juliet Kennedy, Operations Director at NATS, made a statement on Monday evening. “The issue earlier meant that our automatic system, which provides controllers with details of every aircraft and its route, wasn’t working,” Kennedy said. “Instead, to manage safety, we had to limit the number of flights we could manage.”

She added, “It will take some time for flights to return to normal, and we will continue to work with airlines and airports to recover the situation. Our absolute priority is safety, and we will be investigating very thoroughly what happened today.”

Juliet Kennedy spoke with Avionics International a few years ago about how the ANSP sees space-based ADS-B as a game changer for traffic management in the North Atlantic airspace. “Aircraft flying across the Atlantic have to follow prescribed routes at set speeds and heights because we only receive position reports from them every 14 minutes,” she commented. “As a result, separation standards have to be far greater than over terrestrial airspace, with at least 30 nautical miles separating aircraft laterally and 40 nautical miles longitudinally.”

iFLY EFB Now Available for Avidyne Flight Management Systems

Avidyne recently announced IFD integration with Adventure Pilot’s iFLY EFB. (Photo: Adventure Pilot/Avidyne)

Adventure Pilot’s iFLY electronic flight bag application is now fully compatible with Avidyne flight management, navigation, communication, and GPS systems.

Avidyne, which produces integrated avionics systems, aircraft displays, and safety systems, announced the partnership with McKinney, Texas-based Adventure Pilot this week. The updated iFLY electronic flight bag (EFB) app enables pilots to share flight plans with Avidyne navigation systems with any iOS or Android device, “streamlining the flight preparation process for pilots, and ensuring data consistency between avionics systems,” Avidyne said in a statement.

In the other direction, Avidyne systems feed wide area augmentation system (WAAS) GPS, Automatic Dependent Surveillance–Broadcast (ADS–B) and altitude reference and heading (AHRS) data into version 12.2 of iFLY, enhancing the app’s situational awareness and capability, Avidyne said.

Adventure Pilot designed iFLY to minimize pilot input and reduce complex interaction between a pilot and flight instruments, allowing for better situational awareness. The app features large menus and buttons and high-contrast colors for ease of navigation. It requires no complex gestures and can intuit a pilot’s intended input or desired information in turbulent skies when it is difficult to accurately punch buttons on a mobile device, the company says.

Avidyne’s IFD-series of touchscreen navigators are direct, slide-in replacements of GNS navigators that use existing trays and are compatible with all popular interface configurations to minimizing aircraft downtime and installation costs, the company says.

They “share the same basic functionality available in large and compact display formats and with or without integrated VHF radios,” Avidyne says. “The IFD user interface reduces button pushes and knob twists by up to 75 percent. Dropdown menus provide easy entry of airways, exit waypoints, destinations, and approach procedures. One-touch user-defined waypoints, plus pinch-zoom, map panning, and graphical flight plan editing, make operation a breeze.”

The newest version of iFly EFB is also compatible with other third-party apps including Foreflight, AvPlan, Cloud Ahoy, SkyDemon, Oz Runways, and of Avidyne’s own IFD100 app.

“This partnership between iFly and Avidyne is a testament to our commitment to delivering exceptional user experiences for our mutual customers, and a step forward in fostering greater harmony between avionics systems,” said Mike Salmon, technical marketing manager at Avidyne. “The ability to integrate with another fantastic EFB solution like iFly EFB enhances the freedom of choice that Avidyne pilots are used to.”

Juanita Boyd, Adventure Pilot’s vice president of operations, said integrating iFLY with Avidyne systems “represents a significant milestone for iFly as we continue to prioritize safety and innovation in the aviation industry.”

iFly EFB 12.2 is now available for download on the App Store and the Google Play Store. A brief tutorial video on connecting to the IFD is available on YouTube.

Elevating Aerospace: Sustainability, Automation, and Simulation

The aerospace sector is increasingly setting its sights on automation, simulation, and sustainability. (Photo: Vertical Aerospace/Ansys)

The International Air Transport Association (IATA) has published multiple roadmaps outlining how the industry can achieve net zero carbon emissions by 2050. One roadmap details the development of more efficient aircraft that operate using sustainable aviation fuel, hydrogen, or batteries. IATA also recommends strategies for reducing the emissions of existing aircraft. Aviation companies now have to balance expensive and time-intensive development of new flight technologies in addition to maintaining operations with record air travel demand.

The aviation industry has been pivoting for some time now in the direction of sustainability. In a recent discussion with Dr. Pepi Maksimovic, the Director of Application Engineering at Ansys—a prominent player in the field of engineering simulation—Avionics International examined the current trajectory of the aviation sector and its aspirations towards a more eco-friendly future.

(Photo: IATA)

Climate change remains one of the most pressing global concerns today. Rising temperatures, coupled with escalating greenhouse gas emissions, have brought the issue of sustainability to the forefront. Corporations, nations, and individuals are becoming acutely aware of their environmental impact and are seeking ways to minimize their carbon footprints. “Everybody’s looking at what their responsibility and contribution is, and what can be done,” Dr. Maksimovic said.

She pointed out the radical transformation in the business landscape over recent years. More than ever before, sustainability is not just an afterthought; it’s reshaping corporate strategies and outlooks. A notable surge in companies aligning with green initiatives and setting environmental targets is evident.

(Photo: Farnborough International Airshow)

When narrowing the focus to aviation, two principal areas come under scrutiny: propulsion technology and fuel. While improving engine efficiency is vital, the search for sustainable alternatives to traditional fuels is equally imperative. This is where sustainable aviation fuels (SAFs) come in. These fuels, which can currently be blended up to 50% with conventional jet fuel, have the potential to significantly cut emissions. However, Dr. Maksimovic noted, “Because they’re produced in smaller quantities, they’re more expensive than conventional jet fuel.”

“The chemical properties of SAFs are different, so they don’t interact with seals and other sealing components in the same way,” she explained. “There’s a potential of fuel leaking.” The engineering challenge is modifying propulsion systems to accommodate a higher percentage of SAFs, bringing it closer to a 100% blend.

It’s not just about finding alternative fuels. Dr. Maksimovic emphasized the significant strides being made in aircraft electrification, highlighting the exploration of hybrid technologies. Beyond this, the promise of hydrogen looms large. Its potential as a carbon-free fuel source could be revolutionary for the sector.

Aircraft design, particularly concerning fuselage shape and aerodynamics, also plays a significant role in improving fuel efficiency. As propulsion systems evolve, so too does the aircraft’s overall structure. This dynamic interplay between engine and design necessitates ongoing refinements in integration.

(Photo: Farnborough International Airshow)

Additionally, advancements in materials science are crucial to sustaining these engineering innovations. The push towards higher operational temperatures requires the development of materials that can withstand such extremes. “Looking at advanced materials that can sustain and operate in these elevated temperatures, like advanced composites,” is an active area of research, Dr. Maksimovic noted.

The product portfolio offered by Ansys boasts a robust array of software solutions, all rooted in modeling the physical realities defined by equations that describe our world. This physics-based approach ensures accurate simulation results in a multitude of fields, from fluid dynamics and structural mechanics to electromagnetics and semiconductor processing.

How does this simulation technology lend itself to sustainability in aviation? Firstly, by transitioning to computer-based modeling, the need for numerous physical prototypes diminishes. This not only accelerates the development process but also conserves vital resources, ensuring minimal waste.

“Our software is being used every day by engineers, designers, and scientists to help them innovate, create devices, sensors, hardware, et cetera, to make those products better, or to come up with something brand new and innovative,” Dr. Maksimovic shared.

She underscored the vast design space exploration that virtual simulation affords. By enabling engineers to fine-tune designs virtually, companies can ensure that products perform optimally in real-world scenarios. This approach becomes pivotal when considering the urgency of reaching sustainability targets set for the coming decades. Technological innovations, both incremental improvements to existing solutions and the development of groundbreaking new technologies, are essential in meeting these goals.

However, she also highlights a critical aspect of this transition—the timely and cost-effective deployment of these technologies. Accessibility is just as important as innovation. For technology to have a significant impact, it must be affordable and scalable, ensuring widespread adoption. Achieving net-zero targets will necessitate a colossal shift in technology consumption, a shift that will demand not just a few, but millions of devices and systems in operation. In essence, to revolutionize the aviation sector, sustainability-driven technological advancements need to be democratized, ensuring they reach the masses and are produced at the scale required to truly make a difference.

(Photo: Ansys)

The aerospace sector is increasingly setting its sights on automation and autonomy, a trend Dr. Maksimovic and the team at ANSYS are keenly focused on. Autonomy spans various terrains including air, space, and land, for both defense and commercial applications. With the increasing interconnectivity and communication capabilities of autonomous vehicles and components, the need for intricate and intelligent technologies is paramount. These smart technologies, communicating seamlessly with each other and their controls, represent a leap in aerospace efficiency and effectiveness.

The reach of automation extends beyond just the end products. The internal workflows, particularly those rooted in simulation, are also seeing significant advancements in automation. Traditionally, engineers would manually interact with software, inputting data, analyzing results, and making modifications. However, with the automation initiatives spearheaded by ANSYS and its ilk, much of this process can be streamlined. For instance, with the push of a button, engineers can initiate a series of automated simulations, allowing the system to analyze numerous scenarios and then present the most optimal outcomes.

“The machine analyzes a bunch of scenarios in the background, extracts results, and presents it to the engineer or designer, who can then use their know-how to figure out what makes sense,” according to Dr. Maksimovic.

She added that the broader impact of this evolution is that engineering teams can pinpoint superior design solutions at an accelerated pace. This fast-tracked development process means better-designed products can be introduced to the market sooner, which has implicit environmental benefits due to the faster adoption of more efficient technologies.

A testament to this transformative approach is Rolls Royce. As highlighted by Dr. Maksimovic, the company’s partnership with Ansys has yielded significant advancements in their engine design processes. By integrating Ansys software with Intel’s HPC libraries, Rolls Royce achieved a staggering 100-fold increase in their computational efficiency. What used to be a 1,000-hour process was reduced to just 10 hours.

This marked reduction in analysis time has unlocked the potential for more comprehensive design explorations, enabling aerospace companies to optimize their designs further than ever before and ultimately deliver products that are not only cutting-edge but environmentally conscious.

Ansys software also provides support for Airspace Link, part of Airbus’s connected cabin experience for commercial air travel. “Ansys SCADE provides a flexible and agile platform to enable Airbus to successfully implement new connected technology for future cabin configuration,” according to the company. SCADE is a model-based development environment that enables users to design and validate critical embedded software.

Airbus to Upgrade Avionics on 50 National Guard UH-72 Helicopters

The U.S. Army awarded a $27.8 million contract to Airbus to upgrade the Army National Guard Security & Support Battalion Mission Equipment Package (MEP). (Photo: Airbus)

Airbus recently took home a $27.8 million contract to upgrade dozens of Army National Guard UH-72A Lakotas with new avionics to enhance the helicopter’s reconnaissance mission capabilities.

At least 50 UH-72s flown by Army National Guard Security & Support Battalions received the Mission Equipment Package (MEP) upgrades under the contract, Airbus said in a statement. The Army has not formally announced the contract as of Wednesday.

The planned upgrades should expand the Lakota’s ability to conduct daylight and nighttime operations with an advanced moving map, upgraded digital interfaces, new monitors, an airborne mission management system, and other system improvements, Airbus said.

“This award provides pilots with significantly increased functionality and capability to carry out today’s demanding missions, further enhancing the Lakota’s value as an ISR asset for the National Guard,” said Scott Tumpak, vice president of military business for Airbus U.S. Space and Defense.

The UH-72A is a twin-engine light utility helicopter used for a wide range of military operations including border patrol, medical evacuation, and troop and cargo transport. Versions of it are flown by the Navy, Army, and National Guard. It also serves as the Army’s primary training helicopter.

The UH-72A comes standard with a vehicle and engine multifunction display and night vision goggle (NVG) compatible glass cockpit, which “synthesizes flight and vehicle information, increasing situational awareness and reducing crew workload,” according to Airbus.

UH-72As with MEP-equipped cockpits are specifically designed for the National Guard’s homeland security-related missions including, counter-drug and border security. The National Guard uses its unarmed Lakotas for a variety of other domestic missions, including disaster response, humanitarian assistance, VIP transport, and more.

The Army contract will retrofit up to 50 Security & Support Battalion aircraft of 107 UH-72As the National Guard has deployed throughout the U.S.

Airbus will carry out the retrofit work at its Columbus, Mississippi helicopter production facility, where more than 480 UH-72A and UH-72B Lakota, both based on the commercial H145, have been delivered to the US Army since 2006. Among other enhancements, the UH-72B features the Airbus Helionix avionics suite, which sports a 4-axis autopilot, three large electronic displays, NVG compatibility, and a first limit indicator that highlights the appropriate engine instrument data for the pilot in one indicator.

In 2018, the U.S. Army awarded two contracts to Airbus Helicopters to deliver 51 UH-72A Lakotas.

Viasat Wins Malaysia Airlines IFC Deal

Malaysia Airlines has selected Viasat’s IFC solution for its new Boeing 737-8 fleet. (Photo: Malaysia Airlines)

Malaysia’s national air carrier, Malaysia Airlines, selected Viasat’s in-flight connectivity (IFC) solution for its new Boeing 737-8 fleet. The companies announced the deal Thursday, and said the first factory installation is expected to be delivered later this month.

The new fleet has anticipated flight routes across Malaysia and Southeast Asia. The airline will leverage Viasat’s Ka-band satellite network in the region, including the third ViaSat-3 satellite covering Asia and Pacific region, once it is launched.

Malaysia Airlines operates its own wireless in-flight entertainment system, MHstudio.

The airline offers complimentary Wi-Fi on some A359, A333 and A332 aircraft. All Business Suite, Business Class, and Enrich Platinum members can access up to 100MB of complimentary Wi-Fi connectivity onboard.

“We are committed to continuously seeking ways to elevate our customer experience, providing personalized offerings and delivering exceptional onboard experiences with Malaysian hospitality. By empowering passengers with the flexibility to enjoy on-demand entertainment through the new in-flight entertainment system throughout their journey, this initiative represents just one facet of our ongoing commitment to innovation and continuous improvement,” commented Ahmad Luqman Mohd Azmi, CEO of Airlines from Malaysia Aviation Group (MAG).

This is the latest in a string of IFC wins for Viasat, which powers Delta’s free on-board Wi-Fi. Other deals include Virgin Atlantic, Southwest Airlines, Breeze Airways, and KLM Royal Dutch Airlines.

This article was originally published by sister publication Via Satellite. It has been edited.

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