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FAA Certifies Satcom Direct’s Plane Simple Antenna System for Dassault Falcon 7x

Satcom Direct’s Plane Simple Ku-band Antenna System was granted a supplemental type certificate for use on Dassault Falcon 7x aircraft. (Photo: Satcom Direct)

Satcom Direct’s Plane Simple Ku-band Antenna System was recently granted a supplemental type certificate (STC) for use on Dassault Falcon 7x aircraft. The certification allows operators across the world to implement this new technology onboard approved aircraft. It also enables them to take advantage of all the benefits of the updated system.

The antenna system is designed to provide reliable, high-speed connectivity for business and military aviation using Intelsat’s FlexExec service and FlexAir for business and government operations, respectively. Designed to be mounted on the tail of an aircraft, the system has two line-replaceable units (LRUs), which allows for simplified installation and future upgrades.

The system received an STC from the Federal Aviation Administration, the European Union Aviation Safety Agency (EASA), and the Agência Nacional de Aviação Civil (ANCA) for all 7x aircraft. Satcom Direct worked closely with Dassault Aircraft Services to receive this certification. The system was already approved for Dassault Falcon 2000 LX/LXS/S and 900EXy/LX aircraft earlier this year.

(Photo: Satcom Direct)

The features and provided technological support for the system will help operators enhance and modernize their fleets. As Jim Jensen, founder and CEO of Satcom Direct, explained, “We are proud that Dassault recognizes the advantages delivered by the Plane Simple system and how it can enhance connectivity on the Falcon airframes. The STC makes the full Satcom Direct ecosystem of hardware, software, ground infrastructure, cybersecurity, and award-winning customer support immediately available to this set of Falcon owners.”

“We are raising the connectivity bar with this whole new class of antenna hardware that has been purpose-built for the business aviation sector,” Jensen added. “More importantly, it gives customers greater flexibility, cost-effective connectivity options, and a single resource to fulfill every connectivity need.”

Geoff Chick, senior vice president of Dassault’s worldwide service network, said Satcom Direct’s Plane Simple Antenna System complements the design of Dassault’s Falcon aircraft. The system’s successful introduction to the Falcon 2000 LX/LXS/S is evidence of the complementary nature of Plane Simple and Dassault aircraft.

In January, Satcom Direct announced that it had installed the first Plane Simple Ka-band antenna on an SD Gulfstream G550. The Ka-band antenna includes two line-replaceable units (LRUs)—the tail-mount antenna and SD Modem Unit.

The post FAA Certifies Satcom Direct’s Plane Simple Antenna System for Dassault Falcon 7x appeared first on Avionics International.

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Echodyne Joins OneSky Future of Flight Program

Echodyne is the newest member of the OneSky Future of Flight Program. (Photo: OneSky/Echodyne)

OneSky recently announced Echodyne as a new member of the OneSky Future of Flight Program. This is a coalition of stakeholders in the advanced air mobility (AAM) industry working towards scalable AAM operations.

Echodyne’s MESA radar technology plays a crucial role in providing high-precision airspace data for the AAM industry, addressing the challenge of format and affordability. By miniaturizing large defense radar performance into a compact, commercially-priced format, Echodyne offers exceptional situational awareness to manufacturers and operators of small uncrewed vehicles as well as to UTM providers and ground stations.

The partnership aims to enhance operational safety and enable beyond visual line of sight (BVLOS) operations by integrating Echodyne’s radar data with OneSky’s UTM platform. The Future of Flight Program, with Echodyne as a key partner, envisions a collaborative effort to deliver total situational awareness for UAS operators and further advancements in airspace deconfliction.

In an interview with Avionics International, Michael Tornetta from OneSky and Leo McCloskey from Echodyne shed light on the collaboration and on their respective platforms. Check out our Q&A with Tornetta, Head of Sales and Strategic Growth at OneSky, and McCloskey, VP of Marketing at Echodyne, below:

Avionics: How does Echodyne’s MESA radar technology contribute to high-precision airspace data for the AAM industry?

Leo McCloskey, Echodyne: Airspace safety centers on situational awareness built upon data fidelity. Radar is the essential data foundation. No other sensor deconflicts both cooperative and noncooperative airspace traffic. The challenge is not the advanced air mobility (AAM) industry’s desire for high-performance radar, but rather format and affordability.

The primary hurdle for extending radar beyond traditional defense and national security applications has been largely fitness for market: AAM requires tracking hundreds of small objects at relatively close range, whereas traditional radar focuses on jets, missiles, and ships at great distance.

Echodyne’s innovative metamaterials electronic scanning array (MESA) technology is the first to miniaturize large defense radar performance into a compact, solid-state, commercially-priced format, delivering exceptional airspace situational awareness performance for unmanned aerial vehicle (UAV) manufacturers, ground stations, UAS traffic management (UTM) providers, and unmanned aircraft system (UAS) mission operators. Echodyne’s MESA technology delivers national security radar performance at commercial prices.

What led Echodyne to join the OneSky Future of Flight Program?

McCloskey: The Future of Flight program represents the cooperative energy required to solve the highly complex challenge of ensuring safety when dozens, hundreds, even thousands of other novel aircraft operate in dense airspace over population. For this to be possible, a huge amount of data will need to be consumed by operators and autopilots.

UAS traffic management (UTM) as a concept is pivotal to airspace safety, with data fidelity creating ever safer and more numerous AAM operations. OneSky’s UTM platform is built on extraordinary data fidelity of operational areas, with the level of accuracy required to detail high performance radar data. We’re excited to contribute to OneSky’s Future of Flight vision.

EchoFlight radars on AATI (American Aerospace Technology Inc.) aircraft (Photo: Echodyne)

Could you discuss the specific benefits that Echodyne’s ground-based and airborne radar solutions bring to aircraft operators in terms of deconfliction capabilities?

McCloskey: Airspace safety is all about data fidelity. A “something is over that way” level of accuracy is grossly insufficient to the mission requirement of detecting, classifying, and tracking dozens and hundreds of small and large aircraft moving about in congested airspace. Echodyne radar brings defense- and national security-level accuracy to commercial markets in commercial formats for the first time.

The regulations that will outline performance requirements for industry remain uncertain and perhaps not as close as industry might like. Still, a few things are becoming clear:

It’s unlikely that small drones (<55 pounds) will have the payload or power capability for even the smallest radars, leading many to conclude the answer is a data utility that integrates sensors into UTM solutions for single screen flight management.
Larger aircraft for flying people and goods are highly likely to require much more sophisticated sensors on the aircraft, with operational safety also benefiting from ground sensors and UTM solutions.
Lifecycle management and maintenance of this infrastructure will be important, with clear benefits for solid-state radar like Echodyne’s.

In what ways does the integration of Echodyne’s radar data into the OneSky system enhance operational safety and enable beyond visual line of sight (BVLOS) operations?

McCloskey: Single pane of glass flight management is important for minimizing operator distraction. UTM represents the higher-level collection of all available data, from filed flight plans to data from lower-level components such as Remote ID, Automatic Dependent Surveillance-Broadcast (ADS-B), and radar. OneSky’s UTM precision aligns well with Echodyne’s data accuracy to provide operators with the data fidelity that ensures AAM mission safety and success.

“We seek out the key industry players that we feel provide the biggest value to these stakeholders.” (Photo: OneSky)

How does the Future of Flight program benefit from partnerships with innovative companies like Echodyne?

Michael Tornetta, OneSky: As the industry, regulatory environment, and our customers evolve, it will be imperative that our technology works “out of the box” with all the systems that will be part of the AAM/UAM (urban air mobility) ecosystem. Obviously, we can’t cover everything all at once, so we seek out the key industry players that we feel provide the biggest value to these stakeholders, and we start collaboration exercises as early as possible.

The rapport we build with our partners then extends to more collaborative business development, and as partners, we build on our combined success. This brings tremendous value to the end customers because now they have essentially two trusted advisors who double as their technology providers/vendors, and they can bonus off our combined experience and industry knowledge.

Can you explain how the combined systems of OneSky and Echodyne provide total situational awareness for UAS operators and enable more advanced airspace deconfliction?

Tornetta: One of the functions of the OneSky UAS Traffic Management (UTM) platform and OneSky Operations Center is to provide airspace visualization. The total air picture needs relevant GIS data, aeronautical information, weather data, etc. The next layer is to capture, display, and record what’s actually moving in the airspace. We can do this by pulling in data feeds from the drone’s ground control system (GCS) so we know where “you” are, but we need other data feeds to determine the heading and location of other aircraft.

Automatic Dependent Surveillance-Broadcast (ADS-B) feeds from available sources, and surveillance tracks from systems like Echodyne’s help complete this air picture. The OneSky systems then provide alerts, warnings, and other capabilities to inform the flight authorization process.

Looking ahead, what are the future plans or developments that OneSky envisions through the Future of Flight Program, particularly in collaboration with Echodyne?

Tornetta: OneSky and Echodyne are just getting started. We have at least one customer in common right now and are teaming up on a handful of others for later this year.

I envision that we will continue to integrate more of the Echodyne portfolio of detect and avoid (DAA) products, as well as improve upon the existing integrations.

The post Echodyne Joins OneSky Future of Flight Program appeared first on Avionics International.

USAF Looks to Additive Manufacturing for Hypersonic Ground Testing

“The DoD’s HAPCAT facility produces harsh conditions in order to simulate the environment a hypersonic vehicle will experience in flight.” (Photo: Northrop Grumman)

The U.S. Air Force’s Arnold Engineering Development Complex (AEDC) in Tullahoma, Tennessee, wants additive manufacturing to aid the building of parts for DoD hypersonic test facilities, including Northrop Grumman‘s [NOC] Hypersonic Aerothermal and Propulsion Clean-Air Testbed (HAPCAT) plant in Ronkonkoma, N.Y., on Long Island.

The use of additive manufacturing is to facilitate hypersonic ground testing. While traditional building techniques use machining, additive manufacturing takes advantage of 3D models and advanced fiber materials to build items layer by layer.

“The DoD’s HAPCAT facility produces harsh conditions in order to simulate the environment a hypersonic vehicle will experience in flight,” AEDC said in a business notice. “Given the extreme environment, components of the facility must withstand high temperatures and pressures, necessitating novel designs and manufacturing techniques. Similarly, test articles must also withstand such conditions. Certain materials that can survive the high temperature and pressure in this environment are usually required for facility components as well as test articles. Active cooling techniques, such as internal water passages, are also often needed in order to manage the thermal loading of the component.”

“The use of exotic materials and active cooling techniques results in complicated and complex designs and manufacturing requirements for the facility components and test articles, which drive increased costs, schedules, and technical risks,” AEDC said. “New or improved techniques for designing and manufacturing facility components and test articles that reduce the cost, time, and technical risk would improve the DoD’s ability to conduct hypersonic ground testing at HAPCAT and reduce flight test risk of hypersonic vehicle development. On-site support of an AM capability would also provide the required support for rapid repairs and fabrications in a secure environment. This capability would also result in the ability to fabricate efficiently specialty test equipment specific to HAPCAT. The AM capability for HAPCAT would have the additional benefit of supporting testing at other DoD facilities that produce harsh conditions.”

AEDC said that it plans to award Northrop Grumman’s Elkton, Md., location–a legacy of Thiokol and Orbital ATK–a sole source, up to $9.8 million contract over five years for the additive manufacturing work at HAPCAT.

Last September, Raytheon Technologies beat Lockheed Martin and Boeing to win a more than $985 million contract for the Hypersonic Attack Cruise Missile (HACM), and Northrop Grumman has said it will continue its partnership with Raytheon to build scramjet engines for HACM (Defense Daily, Sept. 22, 2022).

Northrop Grumman said it has been working with Raytheon since 2019 to build propulsion for Raytheon’s air-breathing hypersonic weapon designs. Air Force Secretary Frank Kendall has said that air-breathing hypersonic weapons have shown more promise than boost glide hypersonic weapons.

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

The post USAF Looks to Additive Manufacturing for Hypersonic Ground Testing appeared first on Avionics International.

10 Challenges Facing Passenger Aviation

The airline industry is facing many obstacles that challenge the sustainability of their business models. In 2020, when the COVID-19 pandemic first caused widespread disruptions, passenger volumes dropped to historically low levels. With the worst of the pandemic over, many passengers have returned to the skies. But despite the recovery of demand, Avia Solutions Group reports that many impacts from both the pandemic and a difficult operating environment threaten the profitability of the industry.

Ten big challenges for passenger aviation sustainability over the next three years, according to Gediminas Ziemelis, Chairman of Avia Solutions Group

The chairman of Avia Solutions Group, Gediminas Ziemelis, shared his perspective on the 10 major challenges for passenger aviation sustainability in the coming three years. These include high market interest rates for airlines, higher insurance costs, supply chain disruptions, and ESG (Environment, Society, and Governance) requirements for greener aviation.

One difficulty the industry is still experiencing from COVID-19 involves maintenance. After passenger volumes plummeted at the onset of the pandemic, many airlines parked and stored parts of their fleet in an attempt to save money and avoid operating empty flights. This led to the widespread delay of scheduled MRO (maintenance, repair, overhaul) activities. More aircraft returning to the skies combined with accumulated demand for maintenance has led to delays, since many facilities are already at full capacity and simply cannot accommodate more aircraft.

More specifically, engine maintenance has the potential to cause widespread disruptions to airline operations. For example, LEAP engines, which power both the Airbus A320neo (LEAP-1A) and Boeing 737 MAX (LEAP-1B) have a 60% postponement rate for maintenance. Powering the latest generation of the most popular narrowbody jets in the global fleet, these delays could hinder the airline industry’s recovery and thus profitability.

Beyond maintenance, other airline actions taken in response to the pandemic have left lasting impacts on today’s industry. With record low demand, many airlines canceled their pilot cadet programs that streamline the process of getting new pilots trained and ready for flight. Facing strong recovery, airlines now lack the pilots they need to operate full schedules. In fact, some forecasts estimate that the industry will be short 300,000 pilots within the next 10 years, with India expected to be hit hardest by the shortage.

The debt carriers entered during the pandemic combined with a challenging current operating environment also jeopardizes airline profitability. As airlines struggled through 2020 and 2021, they took on additional debt to stay afloat. This resulted in a higher interest rate, which—when combined with today’s high fuel prices and fiercer competition—strained the financial resources of airlines across the world.

Limited resources will also damage the industry’s bottom line. Airlines’ unplanned costs are expected to increase dramatically as fewer resources make operations less reliable, leading to more delays and cancellations that passengers can receive compensation for. Prior to the COVID-19 pandemic, delays that left passengers eligible for compensation made up only 1.5% of all European flights, with an average compensation of €375. However, as a result of less reliable operations, this figure could reach 5%, which could result in €20 million being dedicated to accommodating passengers on delayed or canceled flights.

Though the worst of the pandemic has passed, today’s airlines are still facing the impacts of such a historic demand shock. Addressing these challenges, along with the new ones that a tough operating environment presents, will be key for the airline industry to continue on a path of recovery.

The post 10 Challenges Facing Passenger Aviation appeared first on Avionics International.

5G-Connected Nokia Drone Platform Chosen for Nationwide Drone Network in Belgium

Nokia just announced a contract with Citymesh—a Belgian telecom operator—to supply the Nokia Drone Networks platform with 70 Drone-in-a-Box (DiaB) units. (Photos: Nokia)

Nokia just announced a contract with Citymesh, a telecom operator based in Belgium, to supply the Nokia Drone Networks platform with 70 Drone-in-a-Box (DiaB) units. These DiaB units will be deployed across Belgium at docking stations in 35 different emergency zones, covering the country with a 5G automated drone grid to accelerate mobilization of resources 24/7.

Immediately following a call to emergency services, a drone will be dispatched to gather information on the situation. The DiaBs can capture aerial footage and transfer it to control centers. Collecting information in the first 15 minutes after a call is critical; this ensures that first responders are better prepared to respond to an emergency.

In late 2020, Nokia—alongside Honeywell International as consortium lead—was selected as part of Project FACT (Future All Aviation CNS Technology), a research and development program initiated under the SESAR 2020 program, managed by the Single European Sky ATM Research (SESAR) Joint Undertaking. The SESAR Joint Undertaking’s Project FACT featured the deployment of Nokia’s 4G and 5G wireless network infrastructure at an airport in Istanbul. Both low- and high-altitude air traffic data communications were tested using modified airliner and drone avionics.

Thomas Eder, Head of Embedded Wireless Solutions for Nokia, shared in an interview with Avionics, “Nokia and Citymesh maintain a longstanding partnership in Private Wireless with a proven track record.”

He added that the mission of Citymesh, which is supported by the Belgian government, “is to first revolutionize the public safety sector and later other industries with this nationwide network of drones. [It] is a great example of how strong partnerships can scale in commercial and operational success. The contractual framework between Nokia and Citymesh contains everything that is required to deploy and maintain a nationwide network of Drones in a Box: hardware, software, subscription, training, maintenance, service, and more.”

Nokia can leverage know-how in nationwide networks from deployment of DiaB units. Because of this, the company is well prepared to serve as a strong technology and service partner in projects like the nationwide drone network in Belgium.

In discussing what he sees as the key factors leading to Citymesh’s selection of Nokia’s Drone Networks platform, Eder explained that “Nokia’s approach to delivering a turnkey solution with all hardware and software components, including edge-cloud and network equipment, is an outstanding selling proposition.”

He commented that the Nokia Drone Networks platform has always been designed for remote operations. This makes it ideal for the use case that Citymesh had in mind. Another factor is that the hardware is made in Nokia’s own factory in Finland. “It could be important for the public safety sector, which may have geographic requirements for the origins of these devices,” he said.

Eder then remarked on the Nokia Drone Networks platform’s contributions towards enhancing emergency response capabilities. “Our Nokia Drone Networks platform leverages drone technology, 4G and 5G connectivity, and secure data analytics to enhance emergency response capabilities,” he noted. “By providing real-time situational awareness, remote monitoring, and efficient communication, it supports emergency responders in making informed decisions, improving response times, and ultimately saving lives.”

“If we look at today’s drone operations in emergency response operations, centralized remote operations are the ‘new kid on the block,’ but very much needed by first responders.”

“We’ve been impressed with Nokia as our partner for reliable wireless connectivity and an outstanding turnkey Drone-in-a-Box solution that we can customize to our specific needs.” – Hans Similon, General Manager, Citymesh Safety Drone

The open API framework of the Nokia Drone Networks platform, which allows for the integration of third-party applications, can expand the platform’s capabilities and enable a wider range of use cases beyond emergency response. Eder shared an example of this: “Picture the scenario where fire departments aim to utilize drones for rapid situational assessment during firefighting operations. By integrating their own incident management system with the Nokia Drone Networks platform through the open API framework, they can streamline their response efforts.”

“Through this integrated application, the fire department can swiftly deploy drones to collect real-time video feeds, thermal imaging, and other crucial data, which can be directly transmitted to the incident management system,” he explained. “This enables incident commanders to make informed decisions and allocate resources effectively. The open API framework empowers the fire department to seamlessly integrate their own incident management system with the Nokia Drone Networks platform, thereby enhancing their first response capabilities.”

“By leveraging third-party applications, they can harness the platform’s real-time data collection and analysis capabilities, significantly improving situational awareness and facilitating effective decision-making in critical firefighting operations,” Eder added, explaining, “This example can be replicated in a similar way for our customers in the agriculture, energy, construction, and utilities verticals.”

The drones that will be deployed in Belgium are equipped with video and thermal cameras to conduct real-time aerial data collection. Eder commented that they will be remotely managed from five centralized operations centers and will be available to be deployed around the clock.

“With emergency services receiving over two million calls annually, this capability greatly enhances their ability to make informed decisions and optimize their response to emergencies,” he said. “This means faster decisions based on real-time data with less personnel onsite.”

Nokia’s other collaborations include efforts with Yellowscan and Rohde & Schwarz. Establishing a strong ecosystem and creating partnerships are important factors for achieving success, Eder remarked. “I am confident that our data collection platform capabilities will be further enhanced through partnerships in the application ecosystem,” he said.

Implementation of the 70 DiaB units will start this summer, according to Eder. “Based on the planning phase and previous projects, it has become evident that strong project management, intelligent geographical deployment decisions, training and the right partners are crucial,” he commented. “There is a notable parallel between Nokia’s network deployment business and the deployment of Drones in a Box with our Edge Cloud platform [Nokia MX Industrial Edge].”

He explained how the team is working to ensure scalability and reliability of the system in order to meet the demands of a nationwide deployment. “Redundant and distributed components within the software architecture will be deployed to enhance reliability, network connectivity, and operational readiness,” he said.

“Thorough testing under various scenarios and load conditions is conducted to identify and address any potential bottlenecks or performance issues; this is part of our standard operating procedures at Nokia. Proactive monitoring and maintenance are important to continuously monitor the system’s performance, detect anomalies, and promptly address any issues that may arise. Regular updates, patches, and security measures are key to ensure the system integrity and protection against vulnerabilities.”

The post 5G-Connected Nokia Drone Platform Chosen for Nationwide Drone Network in Belgium appeared first on Avionics International.

DOT Wants Public Input on AAM Acceptance in U.S. Skies

The U.S. Department of Transportation is calling for public input on safety challenges and general acceptance of AAM (advanced air mobility) operations in the airspace. (Photo: Eve Air Mobility)

To prepare a blueprint for advanced air mobility (AAM) operations in the U.S., the Department of Transportation is calling for public input on safety challenges and general acceptance of air taxis and other electric aircraft ferrying passengers short distances in the national airspace.

The Department of Transportation is required by law to invite public comment on advanced air mobility under the Advanced Air Mobility Coordination and Leadership Act passed by Congress in 2022. DOT has formed an interagency working group to gather public comment in preparation for a national AAM strategy scheduled for publication in 2024, according to a request for information posted in the Federal Register on Wednesday.

“The purpose of the strategy is to ensure the federal government, in partnership with state, local, and tribal entities, is ready to work with and oversee the AAM industry, including developing new transportation options, amplifying economic activity and jobs, advancing environmental sustainability and new technologies, and supporting emergency preparedness and American competitiveness so that the United States continues to lead the world in aviation into the 21st century,” the RFI says.

DOT already has some idea of how AAM will debut and evolve as a transportation option in the U.S. AAM likely will begin as “piloted flights using traditional air traffic control procedures and existing regulatory structures,” the RFI says. The emerging field of transportation currently involves novel aircraft, many of them electric vertical take-off and landing designs, or eVTOLs.

“However, more ubiquitous and economical AAM operations are expected to require development of new technologies, procedures, and regulations that incorporate highly automated, unpiloted aircraft flying at lower altitudes with smaller areas of separation than in current operating environments,” according to the RFI. “Given the importance of safety and security to the success of a future AAM system, the DOT requests comments on safety challenges and related subjects.”

The burgeoning AAM industry foresees eVTOL aircraft expanding the reach and efficiency of current transportation networks by providing relatively short shuttle services between airports and urban centers. They also could augment the established network of helicopter-based medical evacuation and emergency response services. On the commercial side, eVTOL aircraft can rapidly transport cargo to job sites and provide “on-demand air services between regions without existing rapid, reliable transportation links,” the DOT says.

These aircraft could “provide new levels of accessibility, convenience and connectivity for people and cargo—and thus transform our nation’s transportation system to provide enhanced mobility for the traveling and shipping public,” according to the DOT.

Members of the public can submit comments to the DOT through July 17 by email at AdvAirMobility_IWG@dot.gov, through the federal government’s rulemaking portal, or by mail to the U.S. Department of Transportation in Washington, DC.

The post DOT Wants Public Input on AAM Acceptance in U.S. Skies appeared first on Avionics International.

Regulators and Operators Push for Increased Use of SAF

Regulatory bodies and operators across the world have shown significant commitment to increasing the use of SAF. (Photo: Avion Insurance)

In recent years, the aviation industry has turned its attention to sustainable aviation fuel, or SAF. This innovation involves using biomass to create a fuel with similar properties to traditional jet fuel, only with a lower carbon footprint. With SAF, items like corn gain, algae, oil, and a variety of residues from agricultural and industrial activities can be used to power aircraft with significantly lower carbon emissions. In recent months, regulatory bodies and operators across the world have shown commitment to this new fuel by taking measures to allow it to become more widespread.

This month, the United States and United Kingdom have begun discussing strategies to allow for increased development of SAF. The UK’s Secretary of State for Transport Mark Harper is meeting the United States’ Department of Transportation Secretary Pete Buttigieg at the SAF Investment Summit in Detroit, Michigan. Accompanied by representatives from both Canada (Minister of Transport Omar Alghabra) and Singapore (Minister of Transport S. Iswaran), all parties at the summit hope to find improved ways to encourage widespread adaptation of SAF. Important companies in the industry like Boeing and United Airlines are also attending.

International cooperation will be critical in the push for SAF. As Harper explained, “While an ocean separates, we’ve never been more aligned with the USA on the future of aviation and what that entails—whether it’s boosting jobs, opening new trade opportunities or delivering guilt-free air travel. This trip is a crucial part of our work to reduce emissions from aviation alongside the USA, Canada, and Singapore, and I look forward to meeting my counterparts and industry representatives.”

Meanwhile, the European Union (EU) recently finalized an initiative to help make SAF more available to the airline industry in Europe. Under this legislation, by the year 2025, 2% of all fuel that suppliers sell needs to be SAF. This figure rises to 6% in 2030, 20% in 2035 and 70% by 2050. In addition to SAF requirements, 1.2% of fuel available is required to be synthetic fuel by 2030, and by 2050 this figure is required to rise to 35%.

These laws were developed to stimulate both the supply and demand of SAF. However, despite the reduced carbon emissions expected as a result of this regulation, some of the largest airlines in Europe have criticized the EU’s attempts to reduce the impacts of air travel. Air France-KLM has claimed that its own SAF goals are more ambitious than those set by the EU, while Lufthansa points out concerns regarding competition. While European airlines would be forced to use SAF (which is more expensive than traditional jet fuel), other carriers flying into European cities from outside of the EU’s borders would not be held to the same standards. This could put European airlines at a notable disadvantage.

While the EU’s attempts at increasing the presence of SAF in the industry have been met with opposition by several airlines, carriers in other parts of the world have already demonstrated acceptance of this new fuel. Abu Dhabi-based Etihad Airways has already begun planning its first flight using SAF made from CO2 through its partnership with Twelve, a carbon transformation company.

Under their partnership, Etihad will help accelerate the use of Twelve’s E-Jet fuel. This low-carbon fuel is created by a power-to-power liquids process, and will be utilized on a demonstration flight using one of Etihad’s aircraft.

This step will allow Etihad to operate more efficiently while minimizing its harmful impacts on the global climate. As Nicholas Flanders, Twelve’s co-founder and CEO, explained, “We are honored to partner with Etihad to work toward a supply of drop-in jet fuel made from air, not oil. Our E-Jet fuel allows airlines like Etihad to reduce emissions by up to 90% with their existing aircraft fleet, which will be critical to achieving the United Nations’ 2050 net-zero emissions target in aviation.”

Etihad’s partnership with Twelve will help it reach its sustainability goals. The carrier has already demonstrated its commitment to sustainable air travel with the development of its Etihad Greenliner Program in 2019, in which one of the company’s Boeing 787-10 Dreamliners was dedicated to finding sustainable solutions to air travel through collaboration with Boeing and General Electric.

Just about a year ago, United Airlines announced a purchase agreement with Neste for SAF. Neste makes its fuel from renewable waste and sustainably sourced residue raw materials. This agreement made United the first U.S. airline to sign an international purchase agreement for SAF.

With so many authorities and operators adapting SAF, it’s clear the aviation industry is moving towards more sustainable fuel sources to help minimize air travel’s impact on climate change. While there are many challenges associated with SAF that must be addressed, influential agencies within the industry have already demonstrated their commitment to this more sustainable fuel source.

The post Regulators and Operators Push for Increased Use of SAF appeared first on Avionics International.

Airbus VSR700 Testing Performed At Sea

Airbus Helicopters and the French Armament General Directorate (DGA) collaborated to test the VSR700 in an operational configuration from a ship at sea for the first time. (Photo: Airbus)

Recently, the VSR 700, Airbus’ unmanned aerial system (UAS), completed more testing at sea in the west of France as a part of Airbus’ collaboration with the French Armament General Directorate (DGA). Performing several autonomous take-offs and landings, the tests performed will help ensure the system is ready for certification and integration to navy fleets across the world.

In late 2020, Airbus completed a test for its VSR700 program using its automatic flight control system (AFCS), landing the aircraft on a moving platform without assistance from a pilot.

The VSR 700 is Airbus’ answer to the modern conflict and battlefields of the 21st century. The aircraft is about 6.2 meters (20.3 feet) long and 2.3 meters (7.5 feet) high, and it has a main rotor diameter of 7.2 meters (23.6 feet). The VSR700 is equipped with the Airbus DeckFinder system, allowing it to land precisely even in severe conditions. Powered by traditional jet fuel, the aircraft can operate for as long as 8 hours nonstop and its maximum take off weight of 700 kg (1,540 pounds) and ceiling of 6,000 meters (19,750 feet) make it a strong fit for a variety of missions performed at sea.

Because of its application to navies, Airbus has begun testing for the VSR700 at sea in full operational configuration. In the beginning of May 2023, the system performed a total of 80 autonomous take-offs and landings from the deck of a civil vessel outfitted with a helicopter pad. These tests took place off the coast of Brittany in northwestern France.

This testing marks significant progress for the VSR700 program. As Nicolas Delmas, the head of the VSR700 program at Airbus Helicopters, explained, “This flight test campaign was an important step for the VSR700 programme as it allowed us to validate the excellent performance of the drone in operational conditions, which were representative of its future missions. The VSR700 prototype opened its flight envelope in winds above 40 knots, accumulated eight hours of testing in 14 flights, and made successful landings in several different sea states.”

This is not the first testing performed on the VSR700. In March 2022, Airbus used the same ship and tested the system’s autonomous take-off and landing features using an optionally piloted vehicle (OPV) based on a modified Guimbal Cabri G2 aircraft.

Airbus Helicopters began trialing the VSR700’s autonomous take-off and landing capabilities at sea in 2022 using an optionally piloted vehicle (OPV) based on a modified Guimbal Cabri G2. (Photo: Airbus)

Current testing follows a series of trials performed late last year and early 2023 in collaboration with the DGA at the Levant Island test center in southern France. The two trials demonstrated the system’s reliability in real maritime settings. With all of these tests completed, Airbus’ next step for the VSR700 involves carrying out its maiden flight on board a French Navy FREMM. The company hopes to achieve this in the second half of this year.

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French Startup Ascendance Raises €21M for Testing, Certification of its Hybrid VTOL

Ascendance Flight Technologies has raised €21 million in funding so far. The startup has developed a full-scale prototype of its VTOL aircraft concept, Atea. (Photos: Ascendance Flight Technologies)

French startup Ascendance Flight Technologies announced in late March that it has raised €21 million (about $22.8M USD) in funding. Ascendance has developed a full-scale prototype of its vertical take-off and landing (VTOL) aircraft concept, Atea. The VTOL leverages the startup’s hybrid propulsion technology—Sterna—to reduce carbon emissions.

The recent fundraising round provided the necessary resources for Ascendance to fly its prototype and begin the certification process. Previous investors Habert Dassault Finance, Céleste Management, IRDI, and M-Capital contributed additional funding to the latest round, as well as new investors ARIS Occitanie, SC Mahé, Adrien Montfort (CTO Sorare) via Snaw Ventures, CELAD, Expansion Aerospace Ventures, and French Tech Souveraineté (operated by Bpifrance).

Ascendance expects to deliver its first aircraft in 2026. The startup is currently in the midst of a prototyping and scaling-up phase. Its integration and test flight facilities have been set up near Toulouse at the Muret – Lherm Aerodrome. In 2022 alone, Ascendance announced that 245 letters of intent had been signed for its Atea aircraft, including an LOI with California-based Flyshare.

Co-founder and Chief Customer Officer Thibault Baldivia and Stéphane Viala, Director of Engineering and Programs, shared more details about the company’s progress and goals via written statements to Avionics International.

Atea, developed by Ascendance, is a low noise, low carbon emissions VTOL aircraft.

Avionics: Can you tell us more about the company’s mission to decarbonize the aviation sector and the unique technologies under development to achieve this goal?

Ascendance is a More Sustainable Aviation pure-player. We are living in the age of environmental concern, and all industries are looking at reducing their carbon footprint. Aviation makes no exception. Ascendance provides the hybrid-electric technology that unlocks the energy transition in aviation to stay in line with passengers’ expectations and the global trend.

Ascendance’s hybrid-electric technology—STERNA—is based on a mix of two energy sources: battery electric and another fuel that can be, [in the] short-term, sustainable aviation fuel [SAF]—or hydrogen tomorrow. STERNA allows aircraft manufacturers to develop new-generation aircraft with a reduced environmental footprint or incremental development on existing platforms.

The team at Ascendance works on Sterna, its unique modular hybrid propulsion technology.

The hybrid technology is the only short- to mid-term answer if you want to keep range while decarbonizing. The idea is to be as frugal as possible on the SAF thermal machine, which is always running at its optimum, while complementing it with an electrical source of energy. This technology is scalable to any size of A/C and any type of hybridization: serial or parallel.

To lead by example in this transition and spearhead the deployment of more sustainable aircraft, Ascendance is also developing a hybrid-electric eVTOL aircraft named ATEA. This aircraft takes off and lands vertically or conventionally thanks to its fixed-wing concept and is a low-noise (divided by 4), low carbon (-80% CO2) alternative to helicopters.

This aircraft can also be used for regional air mobility thanks to its low environmental footprint to develop a new, decentralized aviation to connect remote communities or underserved regions with an efficient, quick, and more sustainable alternative than current transportation options.

Ascendance’s ambition is to be the technology supplier that will be the enabler for the entire industry to succeed in its transition towards another model in a short- to medium-term.

Avionics: How does Ascendance plan to use the €21 million in funding to achieve the company’s goals?

Ascendance: This funding will be used to fly our 1:1 flying prototype with a pilot onboard for ATEA following an extensive period of ground testing and sub-scale prototyping that allowed us to de-risk the overall concept. Our flight test center has just been delivered Q1 2023 and the first parts of the aircraft are expected at the beginning of 2024 for a first flight in 2024.

This funding will also be the opportunity to deliver on our first co-development contracts for STERNA where our technology is applied to new or incremental aircraft developments by our customers. Finally, flying a prototype requires an experienced, talented team that we are currently expanding to reach 100 by next year.

What challenges do you foresee in bringing your hybrid technology to market?

Of course, technological challenges will always be present, but we have a high level of confidence in our technologies due to extensive ground testing at real-scale on our Iron Bird. Regulation is always a challenge in any new aircraft development but we’ve been in contact with the EASA to ensure a clear road to certification.

The biggest challenge—especially in the current economic context—might be financial. We will need additional funding to get to certification, build our industrial capability, and compete with our competitors, especially in the U.S. and Germany.

Can you discuss the progress you’ve made so far in building your full-scale prototype and obtaining certification from EASA?

Thanks to wind tunnel test campaigns (two already completed), full-scale half-wing with fan in wing, and scale one energy storage and distribution, we’ve been de-risking all the key and most innovative technologies. Several patents were drafted accordingly. We are now passing and completing the CDR (Critical Design Review) allowing us to start ordering all long lead time items of the prototype as well as starting to design the details.

Partnerships are under finalization in order to accelerate our development. At the same time, we are deploying the DOA organization targeting the type certification while discussing with EASA and French DGAC to secure the permit to fly for next year. We are relying on the SC VTOL published in 2019 with associated MOC (Mean of Compliance) for which the last updates were done at the end of last year.

How do you see your company’s hybrid propulsion system fitting into the larger picture of sustainable aviation?

We went hybrid-electric because the founding team has been experimenting with electric aircraft since 2015. We quickly saw the limitations of all-electric aircraft for the global decarbonization roadmap of aviation: battery weight and recharge time that limit operations. It is also difficult to scale from two-seater trainer aircraft to something bigger. Hybrid-electric solves these challenges and has the capability to scale (using different powertrain and motor technologies, of course) from turboprop aircraft to regional aircraft as soon as 2027–2030.

We offer our STERNA technology—centered around a very specific and patented Hybrid Operating System (which manages the energy in the aircraft)—to aircraft and helicopter manufacturers to embed this disruptive technology into their new development, incremental development, or to retrofit their existing programs.

How do you plan to scale up your operations and production to meet the growing demand for sustainable aviation solutions?

We already have a pool of international customers that help us better understand the requirements from different parts of the world. We are looking at expanding this pool of first adopters.

At the current stage, we are defining the entire ecosystem around the aircraft and our technologies with the help of partners on infrastructure, customer service and maintenance, pilot training, et cetera, with partners such as Groupe ADP on infrastructure or Air France Industries on maintenance.

When it comes to industrialization, we made a strong choice to hire Hussein Harb (formerly with Gulfstream, Icon Aircraft, and Volocopter) to plan our production roadmap. We are in advanced discussion for a first final assembly line in France.

What kinds of partnerships or collaborations are you seeking to help integrate your hybrid propulsion system into existing aircraft?

We are looking to partner with aircraft or helicopter manufacturers (OEMs) to co-develop the future generation of hybrid-electric aircraft—either on new developments that would bring new aircraft to market, or an incremental evolution of the manufacturer’s product.

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Honeywell Operates First Flight With Anthem Integrated Flight Deck

Honeywell Aerospace reached a milestone within its Honeywell Anthem Integrated Flight Deck program, operating its first flight using the new avionics. (Photo: Honeywell)

Honeywell Aerospace recently reached a significant milestone within its Honeywell Anthem Integrated Flight Deck program. The aerospace developer operated its first flight using the new avionics. This system could have a successful introduction to a variety of industry segments, from commercial aviation to defense and more.

Though this program has been in development since 2021, Honeywell just recently operated its first flight using Honeywell Anthem on May 12, 2023. The one-hour long flight, operated by a Pilatus PC-12 test aircraft, was flown by Ed Manning (pilot in command), Bill Lee (co-pilot), and Will Quinn (flight engineer) and occurred above Phoenix, Arizona. It utilized all components of Anthem, including its new display system and processing platform.

This test flight marks an important achievement in Anthem’s certification process, and demonstrates the success of its new technology. As Ken Hurt, vice president, Engineering, for Honeywell Anthem explained, “Honeywell Anthem is breaking new ground in avionics design and the pilot-machine interface, with the goal of making pilots’ jobs easier and safer and essentially allowing pilots to configure their own cockpit based on mission and phase of flight. This flight is a clear demonstration of the maturity of the Honeywell Anthem system and positions us strongly on a path toward achieving Federal Aviation Administration certification.”

“This is a historic milestone as Honeywell Anthem is poised to change the way aircraft are piloted. Throughout the flight, the pilot and crew tested various aspects of the modular and customizable system, and it performed exactly as designed. Moving forward, flight tests on the PC-12 aircraft and will focus on exercising the system in real-life operational scenarios that will provide critical feedback for robust final red-label designs.” – Jim Currier, president, Electronic Solutions, Honeywell Aerospace (Photo: Honeywell)

Honeywell Anthem is the company’s first cloud-connected cockpit system. It boasts high applicability: the avionics can be adjusted to fit a variety of aircraft types ranging from industry sectors like general aviation to commercial operations. Honeywell Anthem improves the efficiency of pilots in various areas of flight: pilots can save time on pre-flight activities with the ability to upload flight plans from anywhere at any time. Additionally, they can access important information pertaining to fleet locations and aircraft use. Flight deck information like navigation maps, radio controls, and charts can be configured as the pilot desires on any display, while the inclusion of innovations like Honeywell’s Synthetic Vision System improve situational awareness and thus flight safety.

Honeywell is an accomplished supplier within the industry. In fact, Honeywell Anthem is the sixth generation in a series of wildly successful avionics systems. The company has also introduced other successful technologies to the industry, including its SmartView Synthetic Vision system, which is included in Honeywell Anthem.

While Anthem is not yet certified by the FAA, Honeywell remains confident that this system will improve safety and efficiency for air operations across the industry. The PC-12 test aircraft equipped with Honeywell Anthem will be showcased at EAA’s AirVenture 2023 in Oshkosh, Wisconsin.

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