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Remote ID: Insights from Dedrone

The CMO of Dedrone, a counterdrone/airspace security company, discusses the role of Remote ID in the industry. (Photos: Dedrone)

The FAA’s Remote ID requirements, which mandate drones to broadcast identification information, were expected to go into effect on September 16. The agency has now extended the enforcement date to March 16, 2024. “In making this decision, the FAA recognizes the unanticipated issues that some operators are experiencing finding some remote identification broadcast modules,” the FAA explained.

Take a closer look at the role of Remote ID in our Q&A with Mary-Lou Smulders, CMO at Dedrone—a counterdrone/airspace security company.

Avionics International: From your perspective, what are some of the benefits of Remote ID in terms of safety and security in the drone industry?

Mary-Lou Smulders: Remote ID is basically a drone license plate—broadcasting identification and location information when a drone is in flight. In terms of knowing where drones are in a given airspace, this is a strong step in the right direction. Like a license plate, although the average citizen does not have access to the personal information of the drone’s pilot, authorized governmental authorities can use the Remote ID broadcast to determine the drone pilot’s identity.

Could you elaborate on the critical issues with relying solely on Remote ID as a safety protocol?

Just like bank robbers removing the license plate on their getaway car, the first thing any bad actor will do is disable Remote ID—meaning that any critical infrastructure that relies solely on picking up Remote ID will be completely blind to a drone that isn’t broadcasting in their airspace.

It’s also extremely easy to spoof Remote ID broadcasts; a quick search on the internet search engine of your choice will bring up pages of videos on how to do it. This means that a bad actor that’s even remotely tech-savvy will then be able to hide a real drone in a swarm of fake broadcasts or otherwise disguise the location of their drone by putting its broadcast elsewhere.

In addition, recreational drones below 250 grams do not have to comply with Remote ID rules as of this writing. While that’s just a little more than half a pound, commercially available drones like the DJI Mini 3 Pro come under this weight limit—and can still record video in up to 4K resolution for reconnaissance purposes or recording events.

Finally, these regulations rely heavily on compliance by drone pilots. Even if they have no plans to do anything bad with their drones, if they haven’t registered with the FAA, then they likely don’t know about the Remote ID requirements, and their drones may not have a broadcast beacon installed if they have a drone manufactured before December of last year.

Ultimately, layers of protection are needed to keep an airspace secure and enable good drones to operate while unauthorized drones can be identified quickly.

What is the impact of Remote ID on the commercial drone industry, specifically in terms of operations and business applications?

It is a huge step forward in terms of unlocking the real potential of drones commercially. By requiring all non-recreational drones (even those below the 250g weight limit) to broadcast Remote ID, it will ultimately be easier to keep the skies free of aerial collisions and more efficiently pilot drones as first responders or for deliveries in active airspaces. The regulations are slowly but surely catching up with the technology, and we’re getting closer to being able to capture the productivity that productive drone usage offers.

Dedrone claims to have virtually eliminated false positives in drone detection. How have you achieved this level of accuracy and reliability?

At the heart of all of our solutions is DedroneTracker.AI, our command and control (C2) airspace security platform, which utilizes a sophisticated AI engine to perform behavior modeling analytics as well as true sensor fusion on the inputs it receives. Using our drone library of nearly 300 different drone types and being specifically built to be hardware-agnostic, DedroneTracker.AI incorporates a variety of inputs for drone detection and compares it with its vast database of drone data—for both regularly manufactured and DIY drones—to determine whether or not something is a drone, where it is, and if it poses a threat. Every time a drone incursion occurs, DedroneTracker.AI gets smarter.

Are there any current efforts at Dedrone that you could share details about?

Most recently, we launched DedroneTactical, our solution for counter small uncrewed aerial system (UAS) response in rapidly evolving expeditionary situations. We are also continuing to expand our already industry-leading customer installed base of over 500 active sites—we are up to usage in 30 countries and five of the G-7 nation governments; 190 critical infrastructure sites; 40 airports; 60+ stadiums; 15+ US federal entities and 20+ non-US governments.

We also offer Remote ID detection through DedroneTracker.AI to continue to keep the airspaces safe.

How does Dedrone envision contributing to the broader discussions on drone safety and regulations in the industry?

We firmly believe that all stakeholders in the industry need to have a voice in order to design regulations that are built for the technology of today and tomorrow. As part of that, we are participating in FAA testing for counter-drone technology at airports, and we are also a member of the FAA’s Uncrewed Aerial System (UAS) Detection and Mitigation Systems Aviation Rulemaking Committee (ARC). We are offering our insights on what is needed to make our skies safe for good drones while preventing negative drone incidents around the country.

Are there any trends or technologies in the drone industry that you think are particularly promising?

Flying Beyond Visual Line of Sight (BVLOS) and, within that, Drone as a First Responder (DFR) is one of the most impactful drone applications that we see coming down the pipeline in the industry. Currently, a drone must be in someone’s line of sight to be flown—so law enforcement, for example, has to station people on rooftops to continue monitoring a drone in flight. Waivers to fly BVLOS are extremely difficult to obtain, but we believe that technology can solve this problem and it will steadily become easier to obtain the required waivers for BVLOS flights.

With that capability, drones can play a huge role as first responders. For example, right now, if there’s an accident on the highway, police, the fire department, and an ambulance are automatically dispatched. Soon, a drone [will be able to] get there first, and relay whether or not all of these emergency services are needed. In more volatile situations, a drone can also provide a bird’s-eye view of the incident and offer law enforcement or emergency responders a better understanding of the situation before they arrive, making it safer for everyone.

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NetJets Extends Fleet Agreement with Textron Aviation

Textron Aviation and NetJets signed a fleet agreement, giving NetJets the option to purchase up to 1,500 additional Cessna Citation business jets. (Photos: Textron Aviation)

An agreement announced today gives NetJets the option to purchase 1,500 Cessna Citation business jets from Textron Aviation over a 15-year period. Textron has provided more than 800 aircraft to NetJets over the years. This includes the Citation SII, V, Excel/XLS, Sovereign, and X, as well as more than 300 Citation Latitudes and Longitudes.

With the extension of NetJets’ existing agreement, the operator will be able to add Textron’s newest jet, the Cessna Citation Ascend aircraft, to its fleet. NetJets is the fleet launch customer for this midsize business jet, which will likely enter into service in 2025. The Citation Ascend will include Garmin G5000 avionics—featuring autothrottle technology—and a Honeywell RE100 [XL] Auxiliary Power Unit that is approved for unattended operations.

The cockpit of a Cessna Citation Ascend

Textron Aviation is NetJets’ largest provider of aircraft, according to Ron Draper, president and CEO. “Expanding and adding the Citation Ascend to the NetJets fleet will provide its global customers with even more versatility and flexibility to accomplish their missions, building upon the exceptional performance and popularity of the Latitude and Longitude,” he remarked in the company’s announcement.

NetJets has also shown interest in adding electric vertical take-off and landing (eVTOL) aircraft to its fleet. The operator signed a purchase agreement with Lilium in 2022 for up to 150 eVTOLs.

Airbus Shares Connectivity Updates at APEX Expo

Airbus picks Safran Passenger Innovations as its Ku-band multi-orbit satcom antenna supplier and confirms two Ku-band MSPs for its HBCplus connectivity solution.

LONG BEACH, Calif. — Airbus has chosen Safran Passenger Innovations as its Ku-band multi-orbit satcom antenna supplier. The company also confirmed Intelsat and Panasonic Avionics Corporation as launch Managed Service Providers (MSPs) for Airbus’s HBCplus connectivity solution.

“We introduced the HBCplus a year ago,” said Ingo Wuggetzer, Vice President Cabin Marketing at Airbus, during a press briefing at the APEX/IFSA Expo this week. “We already announced two airline customers, and there’s more to come,” he said, adding that they are not ready to share further details just yet.

At the Aircraft Interiors Expo in June, Airbus revealed the first launch selections for its Airspace Link HBCplus on the A350 from Emirates and Ethiopian Airlines.

Get SAT will provide the Electronically Steerable Antenna (ESA), with Ku-band satcom hardware integration from Safran Passenger Innovations. The ESA is compatible with both GEO and LEO. The antenna will enable simultaneous multi-beam operation for HBCplus Ku-band services, planned to enter into service in 2026.

“We want to provide choice for our customers,” Wuggetzer said. “The next step that we go is for Ku band.”

“I’m very proud to announce today Intelsat and Panasonic as the new MSP providers for Airbus HBCplus solution for Ku band,” he added.

Airbus announced at last year’s APEX Expo that the new GeniusLINK in-flight system would be offered for third-party fleets. The GeniusLINK solution is similar to Airspace Link, a new on-board open ecosystem for commercial aviation.

“As the aircraft OEM, Airbus is looking forward to delivering state-of-the-art built-in aircraft connectivity technology together with Safran Passenger Innovations, integrating Get-SAT’s electronically-steerable antenna to harness multiple satellite constellations,” remarked Maximilian Ruecker, VP Cabin Procurement Seats, IFE and Electronics, in the press release. “In parallel, our expanding catalogue of selected Managed Service Provider partners—now joined by Intelsat and Panasonic Avionics Corporation—will deliver a fantastic customer experience for airlines’ Airbus Family aircraft through lightning fast internet in-flight.”

(Photo: Airbus)

Zipline Gets FAA Approval for BVLOS Drone Deliveries

The FAA authorized Zipline to deliver commercial packages around Salt Lake City, Utah, and Bentonville, Arkansas. These operations will involve drones that fly beyond a visual line of sight. (Photo: Zipline)

The Federal Aviation Administration has granted authorization to Zipline International, Inc., to initiate commercial package deliveries using drones that operate beyond the operator’s visual line of sight (BVLOS) around Salt Lake City and Bentonville, Arkansas. This decision represents a significant stride in the FAA’s mission of integrating drones into the National Airspace System.

Traditionally, even the most advanced drone deliveries required visual observers placed en route to monitor the sky. However, this recent FAA authorization allows Zipline to sidestep this mandate.

Zipline announced last June that it received its Part 135 Air Carrier Certificate from the FAA, enabling the company to perform the longest range on-demand deliveries with commercial drones in the U.S. Zipline had recently unveiled its new detect-and-avoid system that uses acoustic-based technology onboard an autonomous aircraft.

According to Zipline, their onboard perception safety system, designed to ensure real-time airspace monitoring, has eliminated the need for ground observers. After having been rigorously tested over tens of thousands of real-world miles and interactions with aircraft globally, the system has demonstrated its capability to ensure the highest safety standards.

Zipline’s experience includes over 50 million commercial autonomous miles flown globally. Their drones have made significant impacts in countries like Ghana and Rwanda, delivering crucial supplies such as vaccines, food, and educational materials, particularly to hard-to-reach regions.

Beyond the immediate significance for Zipline, this authorization showcases the FAA’s commitment to evolving the landscape of drone operations in the U.S. The agency’s long-term vision aims for harmonious integration, aligning with directives from the FAA Modernization and Reform Act of 2012 and the FAA Extension, Safety, and Security Act of 2016. These Acts underscore the development of an Uncrewed Aircraft System Traffic Management (UTM) plan, a collaborative initiative with NASA.

In March 2022, the UAS Beyond Visual Line of Sight (BVLOS) Operations Aviation Rulemaking Committee (ARC) unveiled its final report, highlighting a detailed roadmap to support expanded UAS operations. Recognizing the many advantages of BVLOS—from safety to economic benefits—the FAA is proactively examining multiple petitions suggesting various safe operational methods.

Detect and Avoid (DAA) systems are pivotal for BVLOS operations. While numerous industry standards have been laid out for DAA systems, not all may be suited for operations at or below 400 feet above ground level (AGL). Hence, the FAA is meticulously reviewing these standards, ensuring that DAA systems meet specific requirements.

Another dimension of this evolving landscape is the increasing involvement of third-party service providers. These third-party entities, not directly controlled by the UAS manufacturer or operator, could play pivotal roles in DAA solutions, such as detecting crewed aircraft or managing command and control (C2) links for multiple operators. The FAA is exploring innovative ways to assess and recognize these components distinctly.

The FAA’s endorsement of Zipline’s BVLOS operations opens the door for an era where crucial deliveries, from medicines to food, are not only faster but also more sustainable and accessible.

Garmin Secures FAA Certification for GFC 500 Autopilot in Additional Aircraft Models

The FAA has awarded an STC to Garmin for its GFC 500 digital autopilot system in the Cessna 177/177A Cardinal and the Beechcraft T34A/T34B Series. (Photo: Garmin)

Garmin recently received Supplemental Type Certification (STC) for its GFC 500 digital autopilot system. This certification now extends its application to several other aircraft, including the Cessna 177/177A Cardinal, Beechcraft T34A/T34B Series, and the Piper Seneca PA-34-200T and PA34-220T II-V models. This marks the second time the GFC 500 has been certified for use in twin-engine aircraft.

Just last month, the FAA awarded an STC to Garmin’s GFC 600 digital autopilot in Beechcraft King Air F90 aircraft.

The GFC 500 is designed for light-piston aircraft. It offers advantages such as heightened self-monitoring features and significantly reduced maintenance needs compared with older generations of autopilot systems.

The GFC 500 autopilot integrates with Garmin’s GI 2751 or G5 electronic flight instruments. Pilots can pair it with either a standby GI 275 or G5 electronic flight instrument interfaced to a G500 TXi flight display or a G3X Touch flight display.

Its mode controller comes equipped with large, dedicated controls that facilitate effortless adjustments to aircraft pitch, airspeed, and vertical speed. The Level Mode (LVL) feature enables pilots to swiftly revert the aircraft to straight-and-level flight via a dedicated button.

Another highlighted feature is the Garmin Smart Glide. In the event of engine power loss, this function aids pilots by automating certain tasks, effectively reducing pilot workload and enhancing safety.

“The full-featured GFC 500 autopilot provides a long list of existing general aviation aircraft with a simple, lightweight, cost-effective autopilot upgrade path,” according to Garmin.

“In addition to traditional autopilot capabilities, such as altitude hold, vertical speed and heading modes, the GFC 500 also includes altitude preselect, VNAV, underspeed and overspeed protection and more. Pilots can also select, couple and fly various instrument approaches, including GPS, ILS, VOR, LOC and back course approaches when paired with a compatible Garmin GPS navigator.”

Piloting the Future: AI, eVTOLs, and Sustainability

Ryan Stone of SmartSky delves into how emerging technologies, from AI-assisted flying to eVTOLs and advanced weather data, can address the aviation industry’s challenges, from pilot shortages to sustainability and flight efficiency. (Photo: Jessica Reed)

DENVER, Colorado – The recent Connected Aviation Intelligence Summit provided a unique stage for discussing the future of aviation. Ryan Stone, president and co-founder of SmartSky Networks, addressed two pressing issues facing the industry: a predicted shortage of 80,000 pilots by 2032 and aviation’s carbon footprint.

Addressing the Pilot Crisis

Stone pointed out the rise of training programs, collaborations between major carriers and regional airlines, and adjustments in pilot salaries. “Airlines are creating their own flight schools,” he noted.

However, he introduced an exciting perspective by highlighting a recent event where AI piloted a drone that outperformed the human drone racing champion. This milestone indicates that with some regulatory adjustments, there might be a shift towards reduced reliance on human pilots. Single pilot operations, backed by AI and technological advancements, could play a significant role in bridging the pilot gap.

“We already see a lot of autonomy out there,” he said. “Technology can solve these kinds of problems.”

Sustainability in Aviation

Stone’s discussion on aviation sustainability began by highlighting that, as of 2016, aviation was responsible for 2.8% of global greenhouse gas emissions, translating to an effective contribution of 3.5% due to high-altitude emissions. The industry is already feeling the heat, both from climate activists and Mother Nature. Stone showed a photograph of an airplane defaced by climate protesters, emphasizing the urgency of the issue.

“Our industry does care; we’re developing ways to deal with the crisis,” Stone remarked. To tackle this, the aviation industry is investing in eVTOLs (electric vertical take-off and landing aircraft) powered by batteries or hydrogen fuel cells. Another solution, sustainable aviation fuel (SAF), offers a lifecycle carbon reduction of 80%.

“If you’re like me, the first time you heard about SAF, you thought, ‘What is this new magic fuel that doesn’t emit carbon?’ That’s not what SAF is at all,” Stone explained. “SAF is a fuel that’s made from biomass, or plants. Plants absorb carbon dioxide. If you take that biofuel, and then you burn it in a jet engine, the carbon dioxide that comes out then gets absorbed by the plants, and back to the fuel—it’s a cycle. So it’s effectively carbon neutral; you’re not actually reducing carbon.”

Stone observed that shifting to electric solutions doesn’t automatically equate to sustainability. The source of that electricity needs scrutiny. By 2050, around 44% of the U.S.’s power will come from fossil fuels, which would still indirectly contribute to aviation’s carbon footprint. Stone emphasized the importance of baseload nuclear power, which offers a continuous and carbon-neutral power supply.

Efficiency in Flight Paths: Saving Fuel and Carbon Emissions

Stone shifted the conversation to fuel efficiency, noting the $215 billion spent globally on fuel each year. He used the example of the regular holding patterns at London Heathrow, highlighting the potential for vast savings if more efficient routing saved just 10% of fuel. This would mean a 0.3% decrease in carbon emissions and $21.5 billion in savings annually.

The solution, Stone suggests, already exists in the form of five-dimensional trajectory-based operations. This technology can save between 5% to 15% on fuel by optimizing flight paths. However, implementing this requires real-time data sources and a shift in the human-machine interface.

At SmartSky, they’ve developed Skytelligence, an API-based data exchange system. It utilizes information including ADS-B, recently cleared routes, aircraft operating constraints, and more. Stone introduced three companies with whom they are collaborating and leveraging the Skytelligence solution. The first one, Flash, offers lightning predictions with more than 90% accuracy. AvMet provides a predictive Weather Impact Outlook. “They have broken down the forecasting over the next day, so you can see exactly where the winds and storms would be coming from, and do better predictions,” said Stone.

He also mentioned Meandair, a company that focuses on crowdsourced weather predictions. These partnerships aim to provide more accurate weather data to help optimize flight paths.

(Photos: Ryan Stone/SmartSky)

SmartSky Networks announced last fall that its air-to-ground (ATG) connectivity service offering is available for the Cessna Citation X series aircraft. Check out our interview with both Ryan Stone and David Helfgott, CEO, here.

The Future of Flight Management Systems

The culmination of Stone’s address was the introduction of the cloud-based Flight Management System (FMS), developed in collaboration with Mosaic ATM and GE Aviation. This system reduces the time required to change a flight’s trajectory by 70%, resulting in significant fuel savings. Coupled with Universal Avionics’ announcement of a connected FMS, Stone envisions a future where flight planning adapts in real time to impending changes.

Stone highlighted not just technological advancement but its intelligent application in solving aviation’s most significant challenges and sustainability objectives. From the threat of pilot shortages to the looming climate crisis, innovative technologies—when combined—can chart a more efficient path forward for the industry.

Airline Execs See IFC Business Models as Part of Larger Brand Strategy

Panelists discuss IFC business models at the Connected Aviation Intelligence Summit. Pictured above, from left: Mark Holmes (Via Satellite); André Patrick, Air Canada; Brittany McSweeny, Southwest Airlines; and Angela Vargo, Breeze Airways. (Photo: Access Intelligence)

DENVER, COLORADO — Providing passengers in-flight connectivity (IFC), with live TV and on-demand entertainment streaming services from take-off to landing, is gaining serious momentum in the airline industry.

Satellite operators like OneWeb, Intelsat, Viasat, and Telesat are among the satellite providers competing to offer IFC services to airlines. According to a Frost and Sullivan report released in July, researchers expect that the global in-flight connectivity service market will reach $968.8 million by 2032. Increasing passenger demand for seamless connectivity, advancements in satellite communication technologies, and air traffic growth will drive this expansion, according to the report.

How that connectivity works and how airlines pay for the investment in satellite technology was part of a discussion at the Connected Aviation Intelligence Summit, in Denver, Colorado, on Thursday.

Andre Patrick, manager of In-flight, Wi-Fi and Analytics for Air Canada, said that free Wi-Fi is still a moving target for airlines, and the hospitality industry is driving customer expectations. “When you go to a hotel, you connect for free,” he said. “You don’t have to think about it. I think that mentality is coming to the airlines.”

Air Canada announced this week that it is expanding its connectivity deal with Intelsat, adding 100 aircraft. Air Canada has been working with Intelsat and its predecessor, Gogo, for 14 years connecting for various aircraft of the flagship Canadian air carrier.

Patrick shared an anecdote of a passenger conducting day-trading on a flight that showed the significance of staying connected. “The response I got from the flight crew was that it was a super important deal and he had internet available so he didn’t miss out on that trade,” Patrick said. “We’re talking about an $80,000 trade that was happening. Connectivity is even more important than just sending an email.”

Brittany McSweeny, senior CX Connectivity consultant for Southwest Airlines, said the airline sees customers connect to Teams calls. “They’re listening in and they’re participating via chat,” she said. “Being able to provide a consistent, reliable experience where customers are able to work from the sky is really important to us.”

Last year, Southwest Airlines added Viasat as an in-flight connectivity provider. The airline also recently expanded the audience that receives free internet. “It had just been for our preferred members, which are our top tier loyalty members,” McSweeny said. “Now anybody who purchases certain business class will receive internet as well.”

Angela Vargo, head of Brand Marketing for Breeze Airways, talked about how connectivity is part of the young airline’s strategy to build its brand. Breeze Airways was created by JetBlue founder, now CEO of Breeze, David Neeleman, in May 2021. The company works with Viasat for their IFC solution.

“When you are starting an airline from scratch, you think about everything, all kind of in the same bucket,” she said. “I’m building a brand loyalty program and a Wi-Fi experience all at the same time. So as a result, all of these things are going to be very highly integrated. There is no wall. Because a lot of what airlines have had to do is kind of shoehorn existing technologies into their IFC model.”

Vargo said that Breeze is going to launch a “more enhanced experience” as part of their brand loyalty program next year, but the airline doesn’t offer free Wi-Fi on its flights.

“I am not a believer that 100% of people need to have free Wi-Fi on a flight. I think that there are so many other methods to store content and do free messaging,” Vargo said.

As the market of satellite solutions evolves, Vargo said she’s interested in Low-Earth Orbit (LEO) satellite solutions like Amazon’s Project Kuiper constellation.

“Having started this journey with Wi-Fi back in the Dark Ages, this is the second really big evolution that we’ve experienced. I think it’s exciting to watch because there will be new entrants, and they will push the limits. That’s always going to help us innovate along with some of the partners,” she said. “I think it’s pretty interesting to watch how this will play out, especially with new entrants to the market like Amazon.”

This article was originally published by Via Satellite, a sister publication to Avionics International. It has been edited. Click here to read the original version >>

LEO Operators Pitch the Orbit’s Value for IFC at Connected Aviation Event

From left: Mark Holmes (Via Satellite); Dylan Browne, Amazon; Phillippe Schleret, Telesat; Jason Sperry, OneWeb; Ronald van der Breggen, Rivada. (Photo: David Hodes)

DENVER, COLORADO — Satellite operators building constellations in Low-Earth Orbit (LEO) are targeting in-flight connectivity as a critical market for their businesses. Executives made bold projections for how airlines will adopt LEO at the Connected Aviation Intelligence Summit, in Denver, Colorado, on Sept. 7.

Jason Sperry, head of Business Aviation for OneWeb, projects that the aviation and airline community will “absolutely” achieve a majority of traffic over LEO by 2030, estimating 50% or more.

Ronald van der Breggen, chief commercial officer at Rivada Space Networks, agreed on LEO’s significance, but put the traffic figure at more than 70%. “It’s all about the user,” he said. “It’s not about what the airlines want, or the capabilities of the satellite companies. It’s about the end user.”

Why will LEO be so disruptive to this market? Dylan Browne, global head of Mobility Business Development at Amazon, said that it has to do with latency, capacity, and consistency. “LEO is designed for that,” Browne said. “It’s a managed service out of the gate. Customers are going to vote with their feet. They want the service that has those attributes and characteristics.”

Amazon is working on Project Kuiper, an initiative to increase global broadband access through a constellation of 3,236 satellites in LEO. The first two prototype satellites are set to launch on a United Launch Alliance (ULA) mission this fall.

Phillippe Schleret, Telesat’s vice president of Aviation, represented Telesat on the panel, soon after the operator secured funding and announced a new manufacturer for its Lightspeed LEO constellation. Telesat is building the LEO constellation from the ground up for enterprise-grade services, Schleret said. “In-flight connectivity in our target markets influenced the design of the network,” he said.

They are looking to create very consistent, superior customer experience at lower cost, and a “future-proof solution” with full global service including around the poles and anywhere on the ocean.

“The beam-hopping technology (of LEO) allows us to bring very large amount of capacity, where it’s needed when it’s needed,” Schleret said. “I’m thinking in particular for the high concentration around airport hubs.”

The panelists discussed active deals underway in IFC business development. Browne said that there is a big contract with a terrestrial partner now in the works. “The deal flow is happening,” he said. “We need to engage now. I’m here at this summit specifically with our partners to gain their insights to start that journey. We’d like to announce a new deal next year. There is a lot of work to do and we need to do it together.”

Sperry said that, following on the two announcements by OneWeb—the most recent in August demonstrating LEO global connectivity to the International Committee of the Red Cross in Geneva, Switzerland—there will be other announcements in the next few months from airlines and their partners adopting technology that will support OneWeb in a multi-orbit capacity. “Whether that multi-orbit is with LEO and GEO, we want to work with the airline through our partners to ensure that they get what they need to deliver that consistent, reliable customer experience. So whatever that solution may be, we’re there to support it.”

Browne spoke to the importance of developing a cohesive service.

All the aspects of the IFC need to be “perfectly choreographed,” Browne said, to remove any points of failure and any bottlenecks “We’re not stuck in the today,” he said. “We’re building this for the future and customers’ future growth. We want our customers to have a delightful experience. That means we’ve got a huge amount of work to do to make sure we’ve mapped that out end to end.”

This article was originally published by Via Satellite, a sister publication to Avionics International. It has been edited. Click here to read the original version >>

OPINION: Can an Internal Combustion Engine Be Part of a Sustainable Future in Aviation?

LiquidPiston recently introduced its latest-generation engine, the XTS-210. (Photo: LiquidPiston)

The short answer is yes: innovative internal combustion engines, especially in combination with batteries, can and will play a crucial role in decarbonizing aviation for small aircraft, urban air mobility applications, group 2 and 3 (50–1200 pounds) unmanned aerial systems, and urban air mobility vehicles. (For combustion turbine engines in larger passenger aircraft, the future lies more in the fuel than the engine design at this point.)

In fact, even while automotive applications push toward full electrification, sustainable aviation applications will likely include hybrid electric propulsion systems that include a battery and a range-extending internal combustion engine (ICE) for the foreseeable future.

Let’s take a look at why that is and what sustainable ICE applications might look like in aviation for small and mid-sized aircraft.

Batteries have an energy density problem

On the ground, fully electric vehicles powered by batteries can work. They’re on the road already and steadily growing in number—a key achievement as we decarbonize transportation. The biggest problem fully electric automobiles face today is one of infrastructure: we need to greatly increase the number of charging stations, as well as upgrade the grid to power those home-based and public charging stations, in order to facilitate a more complete transition to EVs.

For flight applications, the main challenge with batteries is not infrastructure but weight. Aircraft need power not only for horizontal flight but also for lift. The heavier the plane, the more power and fuel are required to get it into the sky. Batteries are heavier than jet fuel and take up more space. And while researchers are working steadily to improve the energy density of batteries, jet fuel today has about 30 times more energy per pound than the most advanced lithium-ion batteries. Even a 2x or 3x improvement of battery energy density—which we may well achieve in the coming decades—won’t bring them within range of jet fuel.

The good news for everyone is that decarbonizing flight isn’t an either-or proposition. That is, although aircraft that rely solely on battery power may have flight time and payload limitations in the short-to-medium term, aircraft that make use of hybrid electric power systems can excel in a variety of scenarios while also reducing carbon emissions.

How hybrid aircraft are pushing decarbonization forward

As the cofounders of French startup Ascendance pointed out in a May interview, “Hybrid technology is the only short- to mid-term answer if you want to keep range while decarbonizing.”

Toyota made a related point (albeit for the automotive space) in a memo sent in April, noting that the raw materials required to produce a single long-range EV could instead produce six plug-in hybrid vehicles or 90 hybrid electric vehicles—and that the lifetime carbon reduction of those 90 vehicles would be 37 times greater than that of the single EV.

This is a crucial concept to keep in mind as we decarbonize flight: what we do between now and the future state of full decarbonization matters a lot.

Today’s batteries are too heavy to feasibly power passenger or commercial flights. But hybrid propulsion systems can do both, and they can cut carbon production significantly while doing it.

For example, there are currently fully electric VTOL aircraft capable of tens of minutes of flight. While those aircraft will likely develop compelling applications, battery life will be a significant limiting factor.

Hybrid flight applications offer an exciting contrast. In the Hybrid Electric X-Engine(HEXE) power system that LiquidPiston is currently testing in VTOL applications, for instance, we combine a battery with a rotary engine and a motor/generator in a parallel architecture. In a feasibility study conducted for the Army, this structure enabled us to extend total flight time by 48 percent (from eight hours to 11.8) over a gasoline 2-stroke engine.

What’s more, the hybrid propulsion system makes it possible to use combined power from the engine and the electric motor simultaneously to increase total thrust produced. In our study, we found that increases in velocity for short duration “sprints” can be as much as 40%, and climb time can be reduced, as well.

Embracing hybrid propulsion systems as we decarbonize flight also offers another key benefit: an antidote to range anxiety. When an EV runs out of charge before you reach a charging station, it’s annoying. The analog for a fully electric aircraft amounts to something much worse – especially in urban air mobility (UAM) applications.

A hybrid system can offer redundancy, with an ICE onboard that can both serve as backup power and charge the battery mid-flight. When we think about not just what’s possible but also what’s acceptable to consumers, i.e. what will convince them to step onto a lower-carbon aircraft this is a crucial part of the equation. It’s far better to slash carbon emissions with the technology we have today (or that we’ll have in three years) than to sustain the status quo until sometime in the distant future we’re able to completely eliminate carbon from flight.

We can improve ICE efficiency, too

When we accept that the future of aviation is hybrid and that internal combustion engines have a role in that future, we can then focus on optimizing the performance of both the batteries and the engines themselves.

The latter consideration—optimizing engines—has been largely missing from much of the conversation about decarbonizing. But it’s a hugely important component.

I mentioned research dedicated to improving batteries’ energy density. We need similar innovation for engines, finding ways to create power with lighter, more efficient engines so that aircraft have more of a “budget” for battery weight and fuel. We need engines capable of operating on sustainable fuels and we need renewable ways of producing those fuels.

We’re making progress: last fall, Australian researchers announced a prototype that produces hydrogen fuel of 99 percent purity via solar power. At my startup, LiquidPiston, in addition to the 10-horsepower HEXE, my team and I have developed a 25-horsepower X-Engine that’s five times smaller and lighter than a comparable diesel piston engine. When mature, it is expected to be 30 percent more efficient and capable of running on hydrogen and low carbon “efuels.” Our X-Engine platform is also scalable up to about 1000 hp.

The bottom line? An ICE architecture that is focused on compact hybrid power systems, that has optimized thermodynamics for increased fuel efficiency, and that has multi-fuel capability is in a position to power the aviation energy transition and decarbonization.

The future of flight is hybrid—in every sense

There’s no question that we need to electrify transportation to meet carbon emissions targets. In aviation applications, the most practical path to decarbonization is embracing hybrid, in the broadest sense of the word. We need not just hybrid propulsion technology but also hybrid energy sources, hybrid energy conversion options, and hybrid fuel distribution strategies.

We need better grid capacity and resiliency and electric charging infrastructure in different countries and regions within those countries—as well as a mix of fossil fuels and biofuels. We need a mix of aircraft types and business models. A dynamic mix of market demand, business economic opportunity, and government industrial and environmental policies are stimulating a lot of innovation and experiments in all these areas worldwide.

We need everyone’s skills, ideas, and capacity for innovation—because we need to build a future that works better for all of us.

Alec Shkolnik is co-founder & CEO of LiquidPiston, which is a leading developer of combustion engines and hybrid power solutions that are scalable, compact, and capable of utilizing efficient fossil or renewable fuel. Alec has a PhD from MIT’s Computer Science and Artificial Intelligence Laboratory, where he was an NSF Graduate Research Fellow and a postdoctoral researcher.

Alarming Rise in Near Misses Among U.S. Airlines

Based on records from the FAA and NASA reviewed by The New York Times, safety standards in air traffic are frequently breached. (Photo: Desiree Rios for The New York Times)

Recent incidents have thrust the safety of air travel in the U.S. into the spotlight. An investigation by The New York Times has revealed a disconcerting number of close calls in the skies and runways of the country, even though the U.S. has not experienced any major plane crashes in over a decade.

In New Orleans on July 2, a Southwest Airlines pilot narrowly avoided a collision when aborting a landing, as a Delta Air Lines 737 prepared for take-off on the same runway.
In San Francisco on July 11, an American Airlines jet narrowly missed a Frontier Airlines plane during take-off. Another German airliner faced a similar situation moments later.
A few weeks later, an American Airlines flight bound for Dallas had to swiftly ascend 700 feet to avoid a United Airlines plane, due to an error by an air traffic controller.

There were 46 close calls involving commercial airlines last month, many of which were not publicly disclosed.

On average, close calls happen multiple times a week.

The majority of incidents occur due to human errors near or at airports. A significant contributing factor is the nationwide shortage of air traffic controllers.

While some incidents make the news, many remain undisclosed.

Based on records from the FAA and NASA reviewed by The New York Times, safety standards in air traffic are frequently breached. Despite many of these incidents not resulting in crashes, their frequency is concerning.

The U.S. aviation system, catering to almost three million passengers daily, prides itself on its safety record. However, recent close calls have raised eyebrows among industry insiders, leading to fears of a potential tragic incident in the future. Numerous confidential safety reports corroborate this rising concern.

One glaring oversight is the lack of runway warning systems at many U.S. airports, despite recommendations from safety experts. The most pressing issue, however, remains the chronic understaffing of air traffic control facilities. This strain leads to overworked controllers, risking their ability to operate efficiently and safely.

Major airlines have reaffirmed their commitment to safety, emphasizing their heavy investments in training and technology. They also argue that the lack of major crashes underscores the system’s efficacy.

The FAA acknowledges the multi-layered safety approach has played a crucial role in preventing fatalities. Their current objective is to reduce close calls to zero. The agency also admits to an increase in runway incursions, although there has been an improvement since 2018. The FAA cites funding constraints as a reason for not installing more runway warning systems but is implementing other measures to bolster safety.

However, air traffic controllers, on conditions of anonymity, have expressed that the FAA’s actions are not sufficient. They paint a grim picture, highlighting extreme fatigue, plummeting morale, and a rising tendency to take shortcuts, which could potentially lead to tragic accidents.

A vast majority of U.S. air traffic control facilities are understaffed. The roots of this issue trace back to the 1980s when the Reagan administration replaced striking controllers. The pandemic further exacerbated staffing challenges, as training slowed due to health restrictions and many controllers retired.

Many controllers are working on a rotating schedule that can lead to physical and psychological exhaustion. This fatigue, coupled with mandatory overtime, has been identified as a significant factor contributing to potential safety hazards.

Over the years, there have been numerous warnings about the state of U.S. air safety. The Department of Transportation’s inspector general has highlighted increasing “losses of separation” incidents, while the National Transportation Safety Board has called for better runway collision alert systems. However, the FAA has made limited progress in implementing new surface detection systems.

The FAA has requested additional funds to train and recruit 1,800 new controllers in the 2024 fiscal year. However, the anticipated loss of over 1,400 controllers next year means that the staffing gap will remain a pressing concern.

Ben Dorks, CEO of Ideagen—a provider of global regulatory and compliance software—shared comments with Avionics International in response to the New York Times article.

“Aviation bosses know this is an issue. We recently spoke to 500 CEOs from a range of regulated industries around the world and 47% of those in aviation said safety is a key investment priority over the next 18 months.

“But in order to have a thorough understanding of how to mitigate risk, you need a complete view of safety intelligence and our research also revealed that more than half (53%) were using a number of different systems to manage their compliance, safety, and risk, and these weren’t integrated, so the picture is fragmented.

“That becomes even more important when you’re having to do more with less. The skills shortages are having a crippling effect across many regulated industries. In our research, more than half of the CEOs we spoke to said mental health absence is their biggest risk to resilience and almost a quarter said staff shortages.”

“There’s a recognition among the C-suite that this is something they need to address. Aviation can afford you a rewarding, valuable career, but it’s also incredibly high risk and that pressure is felt by those working in it. Technology is a real enabler here to do some of that heavy lifting, relieve some of that pressure, and free highly-trained, skilled workers to add value where it matters most.”

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