Category Archives: MRO’s

Nanotechnology Driving the Introduction of New Avionics Products

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

The ramifications of miniaturization are being felt in aircraft manufacturing and operations

Miniaturization and nanotechnology are emerging as transformative forces in avionics. By reducing the size and weight of key components, these technological advances are pushing the boundaries of aircraft design, enhancing performance, and increasing efficiency.

From flight control systems to communication devices, the adoption of nanoscale technologies is not only making avionics smarter but also more energy-efficient and reliable, setting new standards for the future of aviation.

Nanotechnology refers to the manipulation of materials on a molecular or atomic scale, often between 1 to 100 nanometers in size. In avionics, this capability allows for the creation of components that are smaller, lighter, and more durable than their traditional counterparts. The miniaturization facilitated by nanotechnology has far-reaching consequences, allowing engineers to integrate more functionality into smaller spaces while improving energy efficiency, heat resistance, and strength.

One example is nanocomposites, which are materials infused with nanoparticles to enhance mechanical properties. These nanocomposites are being used in aircraft panels, wiring, and sensors to reduce weight without sacrificing strength or performance. Reducing weight, a critical factor in aircraft design, directly translates to lower fuel consumption and longer flight ranges, which are essential in modern aviation where sustainability and operational costs are key concerns.

Another nanotechnology innovation transforming avionics is nanoelectronics. Devices such as nanoscale transistors and capacitors have dramatically reduced the size and power requirements of electronic systems.

For instance, researchers are developing nanoscale gyroscopes and accelerometers that can be integrated into flight control systems to provide more accurate data with less energy consumption. Additionally, quantum dots and nanoscale semiconductor particles are being applied to improve cockpit display screens, offering sharper images and brighter colors with lower power usage.

According to Precedence Research, the global aerospace nanotechnology market size was USD 5.30 billion in 2023, calculated at USD 5.51 billion in 2024 and is expected to reach around USD 8.10 billion by 2034, expanding at a compound annual growth rate (CAGR) of 3.93% from 2024 to 2034. 

Cockpit Innovations Powered by Nanotechnology

Recent breakthroughs in nanotechnology are yielding tangible products that are reshaping avionics. For example, Micro-Electro-Mechanical Systems (MEMS) gyroscopes and accelerometers, which rely on nanoscale components, are smaller and more reliable than traditional systems. These sensors are essential for inertial navigation systems and autopilot functions, enhancing aircraft precision while reducing the overall weight of these avionics systems.

Another breakthrough involves nanoscale sensors used for structural health monitoring. These sensors can be embedded in critical parts of an aircraft to detect early signs of fatigue, corrosion, or damage, enabling predictive maintenance and improving safety. With real-time data being collected and analyzed, aircraft operators can prevent potential issues before they become critical, reducing downtime and maintenance costs.

Nanotechnology’s role in miniaturization is a game-changer for both aircraft manufacturing and operations. For manufacturers, the ability to integrate lighter, smaller, and more efficient components simplifies the design and assembly process, leading to lower production costs and shorter lead times. The reduced size of these components also allows for more streamlined and aerodynamic aircraft designs, improving fuel efficiency.

From an operational perspective, the advantages of nanotechnology in avionics extend to improved safety, performance, and sustainability. Lighter aircraft use less fuel, resulting in lower operational costs and reduced environmental impact. Moreover, advanced nanoscale sensors and devices contribute to better real-time monitoring of aircraft systems, enabling predictive maintenance that can minimize flight delays and improve the overall safety of operations.

This article also appears in the November 4 issue of our partner publication Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach John at: jpersinos@accessintel.com

The post Nanotechnology Driving the Introduction of New Avionics Products appeared first on Avionics International.

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Training Shortage Bedevils Avionics Industry and by Extension Aircraft Development

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

Male worker aviation maintenance technician using wrench while repairing airplane at repair station

In recent months, at trade shows, conferences, and seminars, aviation industry analysts have bemoaned a growing challenge: a shortage of qualified repair technicians and training programs in the field of avionics. This shortage has created a bottleneck in the growth of the aviation sector, putting pressure on aircraft advancement, demand, base values, and lease rates.

As airlines and manufacturers push for more technologically advanced aircraft, the demand for skilled avionics technicians has skyrocketed. However, the number of qualified technicians has not kept pace with the industry’s rapid technological advancements.

Modern aircraft, especially those like the Airbus A350-1000 and Boeing 777X, rely on newly developed avionics systems to operate efficiently and safely. When there aren’t enough skilled personnel to maintain and repair these complex systems, aircraft advancements slow down. Innovations in autonomous flight, enhanced safety measures, and fuel efficiency are at risk of being delayed due to the inability to provide adequate technical support.

The shortage of qualified avionics technicians also is affecting the demand for aircraft, particularly in the used market. Airlines hesitate to acquire newer, high-tech planes when they lack confidence in having sufficient maintenance support. This uncertainty can suppress demand for aircraft models with advanced avionics systems, which in turn affects their base values and lease rates.

For example, aircraft with advanced avionics systems like the Boeing 787 Dreamliner or the Airbus A220 may nonetheless experience lower-than-expected values due to this skills gap. Leasing companies also may find it difficult to command higher lease rates for aircraft if operators are uncertain about maintenance and repair capabilities. The backlog of maintenance work can lead to longer downtimes, increasing the operational costs for airlines and making it harder for leasing companies to capitalize on their assets.

One of the primary causes of this shortage is the lack of sufficient training programs. Many of the avionics systems in use today are relatively new, and training institutions have not had enough time to develop comprehensive curricula to teach students how to repair and maintain these systems. Moreover, with the pace of avionics innovation, even experienced technicians find it difficult to stay up to date without continuous learning.

In response to this crisis, several initiatives have been launched to address the training gap. Aircraft manufacturers like Boeing and Airbus are partnering with aviation schools and technical institutions to develop specialized avionics training programs.

These partnerships are designed to ensure that the next generation of technicians is well-versed in the latest technologies. Some companies are also investing in virtual reality (VR) and augmented reality (AR) platforms to simulate real-world avionics repair scenarios, allowing technicians to gain practical experience in a controlled environment.

Additionally, governments and regulatory bodies are recognizing the need to support vocational training in avionics. In several countries, funding is being allocated to increase enrollment in technical schools and incentivize young professionals to pursue careers in aircraft maintenance.

The avionics industry’s technician shortage is a growing problem that threatens the advancement of aviation technology and creates uncertainty in the market. By investing in training programs, leveraging new technologies like VR and AR, and partnering with manufacturers, the industry is making strides toward solving the problem. However, a concerted, global effort is needed to ensure that the aviation sector can continue to grow without being hindered by a lack of skilled personnel.

This article also appears in the November 4 issue of our partner publication Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach John at: jpersinos@accessintel.com

The post Training Shortage Bedevils Avionics Industry and by Extension Aircraft Development appeared first on Avionics International.

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Leonardo’s BriteStorm May Be Future CCA Payload

The U.S. Air Force’s Collaborative Combat Aircraft program may be a fit for a five and a half pound BriteStorm stand-in jammer that Leonardo said that it is developing to allow the U.S. and allies to counter integrated air defense systems and fly deep behind enemy lines.

BriteStorm’s Miniature Techniques Generator, paired with Transmit Receive Modules and antennas, “will deliver world beating stand-in jamming capabilities, protecting friendly forces against early warning, surveillance, and target tracking radars,” Leonardo said. “BriteStorm can act as a decoy to stimulate enemy air defenses. BriteStorm can also produce obscuration and confusion techniques to deny the enemy from building up a complete air picture.”

In the United Kingdom, the Royal Air Force’s Rapid Capabilities Office has bought and flown BriteStorm in trials, and Leonardo views DoD as a “key potential customer for BriteStorm,” the company said.

“The BriteStorm payload is designed to be installed on the widest possible range of UAVs and launched effects,” Leonardo said. “It will equip each platform with an advanced array of digital deception techniques, deployable at long range.”

“Depending on the situation, BriteStorm’s effects can range from barraging the enemy system with electronic noise to more sophisticated techniques such as creating dozens of realistic ‘ghost’ fighter jet signatures, confusing and misdirecting the enemy response,” the company said.

The Air Force has said that the first CCAs will be air-to-air but that other CCAs could tackle other missions, such as jamming and intelligence, surveillance, and reconnaissance.

Anduril Industries and General Atomics may conduct first flights in the next year of their Fury and Gambit offerings for the first increment of CCA–first flights that could result soon thereafter in the beginning of developmental test (DT) under the Air Force CCA Experimental Operations Unit at Nellis AFB, Nev.’s 53rd Wing.

The long pole in the tent for CCA is full autonomy for launch, mission completion, and recovery. DT could aid in ironing out any wrinkles in autonomy.

The Air Force has talked about 3 to 5 air-to-air CCAs under the control of a Lockheed Martin F-35 or manned Next Generation Air Dominance (NGAD) fighter, but Air Force Secretary Frank Kendall said last month that the conceptual number of CCAs per manned fighter is now higher, an indication perhaps of not only drones’ rising technological sophistication but of the possibility that the manned NGAD program may end or be significantly curtailed.

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

The post Leonardo’s BriteStorm May Be Future CCA Payload appeared first on Avionics International.

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U.S. State Department Clears $7.3 Billion for F-16 Viper Mid-Life Upgrade

The U.S. State Department has approved an up to $7.3 billion foreign military sale to Poland of the Lockheed Martin F-16 Viper Midlife Upgrade, the Defense Security Cooperation Agency said on Wednesday.

“The proposed sale will allow Poland to modify and upgrade its existing F-16 aircraft to the new Viper configuration,” DSCA said. “The F-16 Viper Midlife Upgrade (MLU) will bolster Poland’s air defense and surveillance capabilities, support national security, and strengthen Poland’s defense and contributions to NATO.”

The MLU equipment includes 58 Improved Programmable Display Generators, a variety of test missiles, 58 Northrop Grumman AN/APG-83 Active Electronically Scanned Array (AESA) Scalable Agile Beam Radars (SABR), 58 Embedded Global Positioning System (GPS) Inertial Navigation Systems (INS) (EGI) with Selective Availability Anti-Spoofing Module (SAASM) or M-Code capability and Precise Positioning Service, and 73 Northrop Grumman AN/ALQ-257 Integrated Viper Electronic Warfare Suites (IVEWS), or 73 AN/ALQ-254V(1) L3Harris Technologies‘ Viper Shield advanced electronic warfare suites or an equivalent.

In 2022, the Air Force chose IVEWS over Viper Shield to equip the service’s F-16s, but L3Harris said that it believes Viper Shield is a good fit in the future for F-16s.

Last month, L3Harris said that its site in Clifton, N.J., recently began the build of 166 Viper Shields for F-16 fighters in six countries under a total Viper Shield backlog of $1 billion.

Jennifer Lewis, the head of L3Harris’ airborne combat systems business, said that L3Harris is in talks with other countries to address what it believes is an additional $1.5 billion in demand.

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

The post U.S. State Department Clears $7.3 Billion for F-16 Viper Mid-Life Upgrade appeared first on Avionics International.

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Anduril Adds To Autonomous UAS Portfolio With Bolt VTOL Family

Anduril’s Bolt-M small loitering munition. (Photo: Anduril Industries)

Maintaining a steady drumbeat of new product releases, Anduril Industries on Thursday unveiled its Bolt family of small, man-packable autonomous air vehicles that include surveillance and munition variants, which the Marine Corps is evaluating for its Organic Precision Fires-Light (OPF-Light) program.

Anduril’s commitment to artificial intelligence and autonomy is a key attribute of the new unmanned aircraft systems (UAS), including waypoint navigation and manual control in GPS-denied environments. The goal is to simplify operations by lessening the amount of thinking required for, and training needed by, an operator.

Using the example of remotely guided UAS that are “changing the battlefield” in the ongoing Russo-Ukrainian War to strike targets, Chris Brose, Anduril’s chief growth officer, said these first person view drones require skilled pilots and additional manual support.

“But at the same time, there’s those limitations to scale in terms of expert pilots, other manpower, and really what we’re trying to do with Bolt is make autonomous many of those core functions from the standpoint of a man-packable, AI-enabled strike system that can be very quickly by a single operator, set up, launched,” Brose told reporters on Wednesday.

A user display, be that a tablet, laptop, tactical assault kit, or some other control station gives an operator battlespace awareness and known and unknown targets can be tracked and followed at extended range, and struck based on an operator command, he said. The quadcopter can engage from any angle of attack, allowing it to strike the most vulnerable part of a target, the company said.

In addition to surveilling and striking ground targets, Bolt can be used for counter-maritime and counter-air missions, Brose said, highlighting the lineage to Anduril’s original counter-UAS drone, Anvil, which is a small quadcopter UAS that slams into its target in mid-air.

Bolt, the intelligence, surveillance, and reconnaissance (ISR) variant, and Bolt-M, the munition carrier, are both lightweight, 12.1 pounds for the former, and between 13 and 15 pounds for the latter depending on the explosive payload, which can weigh up to 3 pounds. Some of the capabilities of the vertical take-off and landing (VTOL) UAS include 45-plus minute and 40-plus minute flight times for the ISR and “M” variants, maximum ranges of over 12 miles, flight speeds of around 60 mph, and tool-less battery swapping.

Both variants include Anduril’s AI-based Lattice software system that enables autonomy, pre-flight and in-flight mission planning, and can be used in challenging and contested environments, day and night, Anduril said.

“It’s just now understood that sort of basic table stakes are the ability for those systems, autonomous aircraft, or other systems, to be able to operate in highly contested and often denied communications and electromagnetic spectrum environments,” Brose said of the lessons learned from the war in Ukraine.

Bolt includes a two-axis electro-optical/infrared gimbal seeker, and Bolt-M also features the same gimbal seeker, an optical proximity fuze, and an electronic safe and arm device with safe return to base functionality.

Bolt has been in development for years and Anduril is delivering Bolt-M for the Marine Corp’s OPF-L for testing and evaluation over the next six months. The Marines are also evaluating systems provided by AeroVironment—bidding the tube-launched Switchblade 300—and Teledyne’s Teledyne FLIR segment—offering the Rogue 1 VTOL small UAS—for the loitering munition program.

Anduril is eyeing potential opportunities with the Army for loitering munitions. Brose said the service is “doing an enormous amount of thinking and sort of revising how it thinks” about its requirements for different “sizes and classes” of the lethal unmanned systems. He sees Bolt having the chance to compete in the small loitering munition space, highlighting Anduril’s focus on AI, autonomy, speed, and warhead as differentiators.

Bolt-M is modular and is designed to carry Anduril and third-party warheads for anti-personnel and anti-material attack. The company highlighted that it designed munition payloads with specialized kinetic solutions developer Kraken Kinetics.

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

The post Anduril Adds To Autonomous UAS Portfolio With Bolt VTOL Family appeared first on Avionics International.

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Avionics MRO Faces Growing Backlog, Weighing on Aircraft Readiness and Values

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

The growing challenge of avionics sophistication is affecting MRO demand, aircraft readiness, and airline profitability.

The backlog of avionics maintenance, repair and overhaul (MRO) work is growing, with direct consequences for aircraft readiness and airline profitability. Furthermore, the MRO burden is having a ripple effect on aircraft base values and lease rates, altering the financial dynamics of the aviation market.

From flight management systems to navigation and communication devices, avionics have become more sophisticated, enhancing the capabilities of aircraft. However, these advancements are increasingly wreaking an unintended consequence—higher maintenance demands.

 As avionics systems grow more intricate, MRO work is becoming more intensive, leading to longer turnaround times, a backlog of MRO tasks, and consequentially, diminished aircraft readiness and profitability for airlines.

Avionics systems today are designed to handle an unprecedented level of automation and data management, which has improved flight safety, fuel efficiency, and real-time diagnostics. However, the complexity of these systems necessitates specialized maintenance.

In  the past, legacy avionics systems could be maintained and repaired by general engineers with a broad skillset. However, today’s modern avionics demand highly trained technicians with expertise in both hardware and software. Industry analysts predict that the MRO crunch for avionics will only worsen in 2025, as the global economy gains traction and airlines expand.

Increasingly, advanced avionics systems rely on software updates, complex diagnostics, and even artificial intelligence to predict and prevent system failures. This push toward digitalization, while beneficial in many respects, has also made these systems more susceptible to issues that require precise calibration, sensor replacement, or software debugging.

The frequency of such maintenance tasks has risen significantly, and so too have the downtime and costs associated with them.

Unlike the past, where mechanical issues could be resolved relatively quickly, modern avionics problems often require diagnostic time, spare parts that are more challenging to source, and specialized technicians to solve them.

Global MRO networks are feeling the pressure, as they struggle to keep up with demand. This is especially pronounced in regions experiencing high aviation growth, such as the Asia-Pacific and Middle Eastern markets. While airlines are investing in modern fleets to stay competitive, they are increasingly finding their aircraft grounded for longer periods due to avionics-related maintenance work.

Aircraft downtime due to avionics MRO work directly affects airline readiness and profitability. In an industry where aircraft are revenue-generating assets only when in operation, extended time on the ground due to maintenance delays can translate into significant revenue losses. Airline schedules become disrupted, leading to customer dissatisfaction, missed flight connections, and in extreme cases, penalties from airport authorities for delays or canceled flights.

Moreover, as airlines face operational challenges from MRO backlogs, they are often forced to adjust their fleet management strategies, increasing spare aircraft capacity or even “wet leasing” additional planes to meet demand. These measures add to operational costs, further squeezing airline profitability margins. (Under a wet leasing arrangement, the owner supplies the aircraft as well as at least one crew member.)

The avionics MRO backlog is not just an operational issue for airlines; it also has significant financial implications for aircraft lessors and owners. Aircraft base values and lease rates are intricately tied to an aircraft’s availability, condition, and future performance expectations. When avionics maintenance demands increase, leading to extended downtime and higher costs, the residual values of aircraft are adversely affected.

Aircraft with ultra-sophisticated avionics systems are often valued higher because of their advanced capabilities, efficiency, and long-term operational potential. However, if maintaining these advanced avionics becomes too burdensome, the financial attractiveness of these aircraft can be called into question. Potential buyers or lessees may factor in the cost and frequency of avionics MRO when considering a purchase or lease agreement, leading to downward pressure on base values.

Lease rates, in particular, are sensitive to maintenance burdens. Lessors often pass on MRO costs to lessees via maintenance reserves or higher lease rates to hedge against future avionics-related expenses. 

However, when MRO work becomes unpredictable and backlogs worsen, lessees become reluctant to commit to long-term leases for fear of incurring excessive maintenance costs, particularly if avionics MRO facilities are overwhelmed. As a result, lessors are forced to adjust their pricing strategies, creating downward pressure on lease rates to make their aircraft more attractive in the marketplace.

This article also appears in the October 21 issue of our partner publication Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach John at: jpersinos@accessintel.com

The post Avionics MRO Faces Growing Backlog, Weighing on Aircraft Readiness and Values appeared first on Avionics International.

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