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SmartSky Expands In-Flight Connectivity Coverage and Launches Private Intranet Routing

SmartSky Networks anticipates obtaining STCs for multiple aircraft models. The company also introduced SmartSky Private Intranet routing this week, powered by its Skytelligence services platform, to enhance their air-to-ground connectivity offerings. Pictured above is SmartSky’s flagship hardware. (Photos: SmartSky Networks)

ORLANDO, Fla. — Last week, SmartSky Networks—provider of air-to-ground in-flight connectivity—made an announcement that it expects to complete Supplemental Type Certificates (STCs) for at least seven aircraft models this quarter. The next one coming up is an STC from the FAA for the Dassault Falcon 2000. The expected STC would complement the certification received for the Falcon 900 earlier this year.

“We’re going to almost double our STC count,” remarked CEO Dave Helfgott in an interview with Avionics International at the Aircraft Electronics Association (AEA) Convention this week. “Our goal is to have over two-thirds of the addressable market covered by the end of the year, and more if we go faster. We’re going as fast as we can right now,” he said.

The company announced the launch of SmartSky Private Intranet routing at the start of this week. The Private Intranet (PI) routing is powered by SmartSky’s Skytelligence services platform, which connects the aircraft interface device to the SmartSky air-to-ground (ATG) network.

“We’re also expanding the work we’re doing in Skytelligence, not just for private intranet,” remarked Ryan Stone, president and co-founder of SmartSky.

Avionics International has previously featured insights from both Stone and Helfgott regarding its ATG connectivity service. The Cessna Citation X series aircraft was issued an STC last fall. The CEO and the president also discussed the company’s strategic relationship with Textron Aviation.

SmartSky has recently been conducting demonstration flights to showcase its ATG technology. As part of the “SmartSky Experience Tour,” the team flew passengers in partnership with Thornton Aviation at Van Nuys Airport in California earlier this month.

Stone sees their biggest challenge as communicating to potential customers the value of their offerings. “When we are able to spend time with someone and take them on a demo flight, they get it. But we can’t do that for everybody,” he explained to Avionics.

“It’s hard to relay that because you get so caught up in technobabble or hand-waving,” said Helfgott. “The real question is, what was the experience like? Are you actually able to take as many devices as you want and do whatever you want with them while you’re flying? That’s the real test. It’s just very hard to scale that; you can’t take everybody in America up on a plane.”

“We’re showing people that you don’t have to lower your expectations any more when you board the aircraft,” added Stone.

SmartSky enables the use of multiple devices in-flight.

The launch of PI routing this week underscores the capabilities of SmartSky’s network architecture compared to a more generic approach of connecting to aircraft, such as by satellite. The company’s physical and RF networks enable creation of a private network, Helfgott explained.

“With the 5G technology-based network, where you have beamforming, software-defined radios, and software-defined networking, that combination allows us to go towards the safety side of services in conjunction with an aircraft interface device,” rather than just focusing on the back of the cabin, Stone said.

“The other way to think about it is from the enterprise perspective,” he continued. “When you go to an office, your laptop connects to the network in the office. That’s secured by the IT department of an enterprise. IT departments set standards, and the egress point to the internet is through that IT department. So they have a lot of control for security and privacy. This essentially extends that network to now make it so that in the aircraft, when you sit down with your laptop, you can have the same virtualized physical infrastructure.”

Simply put, SmartSky creates a safe and secure bubble inside of a company’s defined private network, noted Helfgott. “It opens up the rest of the aircraft to other types of applications that haven’t been explored as rigorously as they can be. Connected aircraft is more than just the back of the plane—it’s flight operations and it’s the cockpit,” he commented.

The post SmartSky Expands In-Flight Connectivity Coverage and Launches Private Intranet Routing appeared first on Avionics International.

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GE Touts LEAP Engine Program Strength, But Supply Constraints Remain

GE’s Aerospace division experiences significant commercial success following Air India’s historic order for 800 of the CFM LEAP engine, although supply chain obstacles persist. (Photo: CFM International)

Buoyed by Air India’s massive order placed in February for 800 CFM LEAP engines, the most ever for the narrowbody engine, GE Aerospace has “tremendous commercial momentum,” though it continues to face supply chain headwinds, according to General Electric Chairman and CEO Lawrence Culp.

The LEAP engine is produced by GE Aerospace in conjunction with Safran Aircraft Engines under the 50/50 CFM International joint venture. Air India will use the engines to power 210 Airbus A320/A321neo aircraft and 190 Boeing 737 MAX aircraft. Overall, the order book for the LEAP stands at more than 10,000 engines and GE/CFM plans to deliver 1,700 units this year.

But GE is facing the same supply chain bottlenecks as other aerospace manufacturers, even taking the step of sending machinists to supplier plants to help speed up the LEAP manufacturing process.

“We are making progress,” Culp said during an April 25 earnings call with analysts. “I think if you look at supplier on-time delivery, as one example, and if you look at material inputs being another, just our ability to hit our targets on a weekly basis internally, I see signs of progress.”

However, he cautioned that the supply chain remains strained. “It’s still challenging,” Culp said. “I don’t want to, in any way, suggest otherwise. But I’m encouraged by what we’re doing.” He cited “management intensity and discipline” on the LEAP program as a sign the company is taking the LEAP ramp up very seriously.

Culp said GE Aerospace has to keep up with the commercial aviation recovery from the COVID-19-related downturn in flying, “as the world is eager to travel.” He noted that airline departures of aircraft equipped with GE and CFM engines are “currently at 97% of ’19 levels, and we still expect to be back to ’19 levels later this year.”

GE Aerospace’s commercial engine deliveries were up 40% year-over-year in the first quarter, with LEAP deliveries up 50%. The LEAP engine is “the platform that garners the largest portion of our attention today,” Culp said.

“Again, we’re in the midst of an incredible ramp” on the LEAP, he added. “There are a whole host of things that will benefit us from that volume.”

The LEAP program was launched at the 2008 Farnborough Airshow but has not yet achieved profitability given high development and production costs. “We still need to get LEAP, both from a new unit and from a services perspective, to profitability,” Culp said. “That is a mid-decade task for us here in the near term. I think we’re making good progress in that regard. But there’s no reason we shouldn’t have that level of expectation or that you should have that level of expectation over time with the LEAP.”

Towards the end of last year, FADEC Alliance announced that it will develop the electronic control system for CFM International’s demonstrator engine. FADEC Alliance is a joint venture that includes GE Aerospace, BAE Systems, and Safran Electronics & Defense.

The post GE Touts LEAP Engine Program Strength, But Supply Constraints Remain appeared first on Avionics International.

Harnessing Connectivity and Data to Reach Aviation’s Sustainability Goals

In the relentless pursuit of a greener future, industries around the globe are embracing sustainability as a cornerstone of their operations. The aviation sector, with its significant impact on carbon emissions, is no exception. One company at the forefront of this sustainability drive is Honeywell Aerospace. In a recent interview, we had the opportunity to delve into Honeywell’s sustainability goals and explore how connectivity and data analysis are instrumental in achieving these objectives.

Honeywell recently announced that it will supply its 1-megawatt generator for a hybrid-electric VTOL (vertical take-off and landing) airship designed by Flying Whales Airships Quebec.

From optimizing the efficiency of older aircraft to empowering informed decision-making in maintenance practices, the power of connectivity is revolutionizing aviation sustainability. Join us as we unveil the insights shared by Jason Wissink with Honeywell’s Connected Aerospace division, who sheds light on the transformative potential of connected solutions in creating a more efficient and sustainable aviation industry.

Honeywell Aerospace is at the forefront of the aviation industry’s sustainability efforts, utilizing connectivity and data analysis to optimize aircraft efficiency and enable informed decision-making for maintenance practices, ultimately revolutionizing aviation sustainability.

Avionics: What are Honeywell’s sustainability goals?

Jason Wissink: Honeywell is a multinational industrial company. It has four businesses across aerospace, building technologies, performance materials, and performance solutions. As a company, Honeywell has pledged to be carbon neutral in all of our facilities by 2035. 50% or more each year of the investment we make in our products—whether it’s aerospace or any of our other businesses—is really focused on either environmental or social outcomes. A lot of the value in the products that we develop have to do with using less energy, using less fuel, and being more efficient.

Avionics: How might connectivity be used to achieve goals related to sustainability?

Wissink: Whether we’re talking about an airplane or a home, a worker, or a refinery, we look for opportunities to save energy or be more efficient or sustainable by connecting it something else. [That way] we can get real time data, put analytics around it, and really see how an asset, a vehicle, or a building is performing compared to what we would expect. That’s how you can uncover areas where you can be more efficient and more sustainable.

Connectivity is kind of at the core because if you don’t connect whatever it is you’re trying to measure, then you can’t get real time data, which is what you need when we talk about things that we’re going to do to be more sustainable in the future.

How can solutions related to connectivity help older aircraft in service to operate more efficiently and more sustainably?

As you look at older aircraft that you can retrofit with connectivity, there’s two main areas where we see a lot of opportunity. One is specific to how the aircraft is being flown. If you have, say, better connectivity with satcom [satellite communications] versus relying on an HF radio and you’re in oceanic airspace where connectivity can be somewhat spotty, the ability to speak to air traffic control at any time via satcom…. You can get better routing, you can get better altitudes versus potentially having to wait and flying either at an altitude or on a route that’s not as efficient—because you’re not able to communicate with ATC and get clearance to do something different. Retrofitting the aircraft, especially with satcom, so that you can always communicate immediately with air traffic control, it opens up better routing and better altitudes. And that directly corresponds to saving fuel.

The other big one relates to telemetry. Aircraft generate a lot of data; they generate fault messages and data that is being recorded about how the systems on the airplane are operating. But in the past, that data gets stored somewhere on the airplane in a recorder (or in some other system) and someone would actually have to go to the airplane and download it. That might happen once a month or once a week, but it certainly wasn’t real time.

So by the time you would get access to the data, and be able to analyze it, the ability to do something that would help with the operation of the aircraft—from a maintenance or an efficiency point of view—may have already passed. The ability to equip those aircraft with more real-time systems that push data off the airplane as soon as the plane lands allows for analysis of the data from a maintenance point of view to see if there are trends that would lead to some type of maintenance recommendation.

If you can catch those things, you can take a maintenance action at a more optimum time versus waiting for a system to completely fail. You’re typically going to save some time and money if you’re able to plan your maintenance actions at optimal times versus just running things to failure.

How does Honeywell address challenges or limitations with retrofitting older aircraft to use the latest connectivity solutions?

There are two things about retrofitting aircraft that we try to keep in mind. If you’re going to upgrade a system so that it can be connected to the outside world, is there a way we can design the product so that it easily fits in where the current product is?

An example would be a recorder that’s going to have connectivity. Can we design it so that it fits into the current tray or uses the same connectors, the same power? We try to take the installation into account ahead of time as we design the product, versus designing something and then trying to figure out how to put it on the airplane. There’s a lot of effort that’s put into that, especially when we’re developing products that we expect will have a significant demand for retrofits—not just for installation on new aircraft. At the front end, we try to take into account the current installation inside the airplane and the current wiring to make retrofitting easier.

When you’re talking about connectivity you usually have to keep antennas in mind as well. Typically, to get good range and good performance, you’re going to need an antenna that’s on the fuselage of the airplane somewhere, whether it’s on the top or on the bottom. Retrofitting antennas takes time and you have to find a spot for them, because the aircraft already has a lot of antennas. installed. Pay attention to antenna design up front and take into account whatever real estate is available on the aircraft. If you think about that ahead of time, it can really save a lot of work on the back end.

You can get into situations where you need to install an antenna, but there’s nowhere to put it because there’s already 10 other antennas that are on the airplane. Those are the main challenges that we try to pay attention to because we’ve seen it trip people up in the past.

Could you share any ongoing or upcoming initiatives to drive sustainability for aviation through technology?

The key with getting more real-time data off the aircraft is once you get that data, do something of value with it. IATA publishes a list of fuel-saving initiatives: things like doing single-engine taxi. It’s not that it’s hard for the airline to do those things. It’s sometimes hard to figure out how well you’re doing or if you are leaving opportunities on the table.

With the ability to get data in more real time—say, right after the flight completes—about the opportunities for fuel savings on that specific flight and what opportunities were actually captured, you can then quantify the gap of what else you you do or what you could do better to save more fuel.

The ability to get the data off the airplane and now most flight crews have EFPs or tablets you know, that have some type of connection. We have an ability now to take data off the aircraft and get it back to the people that need it in near real time, which allows [for] better decisions.

[With] long-haul flights, there’s always points in the flight where you could fly the aircraft more efficiently via a different route or requesting a different altitude. To get to get the most out of that, you need a fair amount of computing power. We have the ability now to do a lot of that processing on the ground because we can get data from the aircraft to the ground. We can have algorithms running on the ground and we can provide the results to whoever needs them so they can take some action. That’s another thing that we’re working on right now. Most flight crews now have access to a tablet or an EFB that has connectivity during the flight.

The post Harnessing Connectivity and Data to Reach Aviation’s Sustainability Goals appeared first on Avionics International.

EvFly Chooses Volatus as Exclusive Provider of eVTOL Infrastructure

Volatus will be the exclusive provider of eVTOL infrastructure and charging stations to enable EvFly’s projects related to advanced air mobility. (Photo: EvFly)

Volatus Infrastructure and EvFly just signed a Letter of Intent (LOI) naming Volatus as the exclusive provider of electric vertical take-off and landing infrastructure and charging stations to enable EvFly’s projects related to advanced air mobility (AAM).

EvFly was founded by a former commercial pilot, Yannick Erbs, to manage and operate eVTOL aircraft. He remarked on the LOI, saying that the main objective of Volatus “is to provide the best tailor-made tools and infrastructure while incorporating the latest technologies for electric charging stations and app support.”

Volatus, which launched in 2021, offers a vehicle agnostic charging station, three main eVTOL infrastructure designs, and an app as well as maintenance programs. The company partnered with Eve Air Mobility late last year to develop an agnostic vertiport automation solution.

“The LOI names Volatus as the exclusive eVTOL infrastructure and charging station provider for EVFLY’s global AAM projects.” (Photo: Volatus)

Earlier this month, EvFly signed another LOI with the Germany-based F.A.S.T. group that specializes in developing eVTOL flight simulators. Through this agreement, the partners will collaborate on AAM flight simulators and pilot training.

Last month, AutoFlight, an eVTOL developer, announced a deal with EvFly. EvFly will purchase 205 of AutoFlight’s Prosperity I passenger eVTOL and cargo aircraft. According to the company, some of these aircraft will be used for operations in the UAE, Saudi Arabia, and elsewhere in the Middle East.

Volatus is also partnering with eVTOL manufacturer PLANA. Based on a Memorandum of Understanding signed in February, the two companies will work together on eVTOL integration and vertiport development. Grant Fisk, co-founder of Volatus, commented that collaboration is absolutely essential for the success of the eVTOL industry. He sees the present moment as a critical period of planning and preparation for advanced air mobility because some eVTOLs will soon complete the certification process.

Fisk was recently welcomed as a participant in the National Air Transportation Association (NATA) AAM Committee, and Volatus is now a member of the association. Megan Eisenstein, NATA Managing Director of Industry Affairs and Innovation, remarked on behalf of the association, “Volatus Infrastructure is on the cutting edge of practical, agile and scalable eVTOL infrastructure solutions, building strategic industry partnerships, and preparing communities to support a new aviation environment.”

The post EvFly Chooses Volatus as Exclusive Provider of eVTOL Infrastructure appeared first on Avionics International.

Supply Chain Management for Aerospace

FDH Aero, a California-based company that provides supply chain solutions for aerospace and defense, has had success in recent years despite the tumultuous climate. (Photo: FDH)

An aerospace company needs a supply chain, and the right strategy is crucial. An efficient and reliable supply chain helps companies to achieve their strategic and business goals.

The supply chain for an aerospace company involves a complex ecosystem of OEMs, suppliers, providers of maintenance services, and customers. The pandemic and the Russian invasion of Ukraine have contributed to supply chain challenges and disruptions.

“Russia’s war on Ukraine has caused industrial leaders to think about whether the aerospace sector is too dependent on specific regions or countries,” according to Patrick Gagné, Director of Operations at Global Partner Solutions. “Likewise, industrial leaders have analyzed the situation and considered diversification to reduce dependency on Russia’s resources.”

Gagné noted that aerospace companies can adopt digital technologies—such as advanced enterprise resource planning systems, artificial intelligence, predictive models, and data security—to move past disruptions. “These systems automate internal processes, streamline workflows, allow for better supply chain management, and let you leverage the power of data analytics to better position your company for dealing with uncertain situations,” he explained.

FDH Aero, a California-based company that provides supply chain solutions for aerospace and defense, has had success in recent years despite the tumultuous climate. Last year, FDH entered into a multi-year direct line feed agreement with FACC, an Austrian aerospace company. “We have made significant investments into our team in Europe, taking on well-respected industry experts in our new facilities in Germany and Italy,” commented Fred Short of FDH.

This week, the company announced that it has acquired BJG Electronics Group. BJG, headquartered in New York, offers interconnect and electromechanical products for a variety of markets.

Once the acquisition is complete, FDH will establish the FDH Aero Electronic Products Group division. Mitch Enright, who previously led another of FDH’s acquisitions, will be named president of the new division.

“The acquisition of BJG Electronics and establishment of our new FDH Aero Electronic Products Group comes at a time when raw material shortages and supply-chain constraints further emphasize the necessity for our customers to have a dependable and trusted supply-chain solutions provider for all of their electronic product needs,” Enright said in a written statement to Avionics International.

FDH delivers both OEM and aftermarket hardware solutions, including bearings, hinges, panel fasteners, seals, fittings, and clamps. The company also delivers c-class electrical components as well as high-performance connectors for the commercial and defense industries.

FDH Aero distributes chemicals and related products for the commercial and defense aftermarket industries, like adhesives, sealants, composites, and paints. Additionally, the company offers parts support, component repair management, inventory management, and licensing/authorizations. Its suppliers include Safran, 3M, PPG, Glenair, and TE Connectivity, among others.

Some of FDH’s customers include Lufthansa, Northrop Grumman, Ryanair, Sikorsky, Southwest, Turkish Airlines, UPS, Airbus, Boeing, Bombardier, Delta, Embraer, FedEx, Finnair, Gulfstream, L3Harris, LATAM, Leonardo, and Lockheed Martin.

FDH Aero acquired Calco Industries in January 2022, marking its 11th acquisition. Calco is a supply chain partner to OEMs in the military and commercial aerospace sectors. FDH hoped to grow its position in the military rotorcraft supply chain with this acquisition.

The company also acquired Electro Enterprises in July 2022, which was led by Mitch Enright. Electro is a distributor of electrical and electronic components for aerospace and defense.

The post Supply Chain Management for Aerospace appeared first on Avionics International.

New Product Introductions at AEA 2023

ORLANDO, Fla. — Over 30 companies presented at the New Product Introductions session at the AEA (Aircraft Electronics Association) Convention in Orlando this week.

Daniels Manufacturing Corporation

Shane Leary, Business Development Manager at Daniels Manufacturing Corporation, showcased their LaceLok Cable Lacing Fasteners product. DMC manufactures application tooling for the aircraft and aerospace industries. The LaceLok product is designed to replace cable ties and hand-tied lacing tape to offer secondary support of wire harnesses. Leary noted that it prevents inconsistent installations, increases safety, and offers more consistency.

Mid-Continent Instruments and Avionics

Ryan Reid, Account Manager, STC and Distribution/Chief Pilot at Mid-Continent Instruments and Avionics, presented the new FLEX Digital Standby Package, including an attitude indicator, counter drum encoding altimeter, and airspeed indicator.

The company also has new TB14 and TB28-12V lithium-ion batteries. According to Brett Williams, Vice President of Engineering, these are lightweight and long-lasting. Williams mentioned that their AML STC is “right around the corner.”

The TB28-12V advanced lithium-ion battery (Photo: True Blue Power)

PS Engineering

Gary Picou, VP of Engineering at PS Engineering Inc., discussed the new HUB50 audio management system, which was first revealed at Heli-Expo. The HUB50 offers configurations of more than 250 different parameters and does not rely on adapters or memory modules, according to Picou. There are also some system improvements made to the PAC45, including expandable intercom stations to 20 seats; day/night mode lighting adjustments; and a new user configuration DIP switch for PAC45/PAC45D series.

Cabin Management Solutions

David Feuerhak, Vice President of Sales at CMS, introduced EXPLORE, a next-generation 3D interactive moving map. He noted that it allows for custom configuration of flight information pages.

EXPLORE offers both Ethernet and optional Wi-FI for PED (personal entertainment device) interface. In the third quarter of 2023, CMS will also offer an optional flight deck controller.

AeroLEDs

AeroLEDs provides LED aircraft lighting solutions. The company announced the new SUNSPOT 36-4000 Series 75W LEDs at the AEA Convention. The product has previously been offered with 45W and 100W options. The 75W version boasts 200,000+ candela, the industry’s highest candela for a PAR36 LED landing light.

Airtext

Jonathan Pinson, General Manager of Airtext, introduced Airtext+, ideal for offering an internet alternative at a lower installation cost and with lower usage fees. It can be used to offer supplemental connectivity for large aircraft, or aircraft with international operations, and is also valuable for use in smaller aircraft. Airtext has also developed a new 14.6″ Bulkhead Moving Map along with a new Bluetooth handset for cabin audio calls.

Another new offering from Airtext to enhance the passenger experience is the “Oasis Above the Clouds,” or OATC. It provides a simple interface to control and explore cabin amenities as well as a Wi-Fi interface without requiring an internet connection and antenna. According to Pinson, it provides a way to put new technology into an aging airframe.

Collins Aerospace

Marc Ayala, Senior Director of Business & Regional Avionics Sales at Collins Aerospace, talked about the company’s plans for 2023 as well as its achievements in 2022.

Ayala announced a cabin management upgrade that will be available later this year—the WAP-6000 (wireless access points). The product maximizes 4K streaming and high-definition content for multiple devices. It is Wi-Fi 6 capable. and there is an option for remote mounting.

Collins also expects to complete the AML STC in Q2 of this year for its 5G resilient radar altimeters, ALT 1000+ and ALT 4000+. Also available in the second quarter of this year is Collins’ mobile application that enables a connectivity ecosystem for business jets. The application allows for predictive maintenance and offers flight data analytics in real-time.

ALTO AVIATION

VP of Sales & Marketing, Kevin Hayes, announced a complete series of new base receptacles offered by Alto Aviation. All are fully compatible with the company’s Articulating Arm Tablet Holder.

Blue Avionics

Blue Avionics designs and manufactures certified adaptable avionics products and systems. The company introduced the BA-650 A3U during the New Product Introductions at AEA.

Blue Avionics also announced several new STCs/certifications, along with new avionics functions. The company hinted at two new products that are in development now—keep an eye out for further details.

Garmin

Garmin introduced PlaneSync Connected Aircraft Management and the GDL 60 Datalink with PlaneSync technology, which is expected to be available in the third quarter of the year.

With Garmin’s pilot application, users can see in the app if their plane has been serviced before heading to the airport. It streamlines the process of owning and operating an aircraft, and it enables customers to keep tabs on their plane from virtually anywhere.

Tel-Instrument Electronics Corp. (TIC)

TIC develops and produces rugged avionic flight line and bench test sets. At the AEA Convention, the company introduced the SDR-OMNI, an all-in-one avionics test set. Its capabilities include surveillance systems (transponders, ADS-B In and Out, FIS-B Weather, and ACAS/TCAS); comm/emergency radios (VHF/UHF radios, HF radios, SELCAL); navigation systems (VOR and ILS, DME, GPS); and antenna/cable testing (VSWR, Distance to Fault, cable/connector insertion loss).

LITEF

Northrop Grumman subsidiary LITEF develops and manufactures navigation and sensor systems. The company showcased the LCR-110, a small inertial reference system. It is designed as an alternative to classic IRS/INS, and it facilitates more reliable NextGen and SESAR operations of aircraft that do not have IRS/INS because of weight or costs.

Texas Aerospace Technologies

Texas Aerospace Technologies supplies next-generation and advanced avionics products to enhance flight safety through distribution and certification. The company has partnered with Curtiss-Wright, LITEF, Teledyne Controls, Genesys Aerosystems, AEM, and other leading OEMs. “The magnetic variation table to convert true heading into magnetic heading is hosted in the Installation Data Module, allowing a Mag Variation update in the field without a software update of the IRU,” Texas Aerospace Technologies shared.

Archangel Systems

Dan Reida, director of sales, introduced the AFC100AC—the company’s latest digital to analog converter. The AFC line was designed to bridge the gap between ADAHRS and ATI instruments, and it enables efficient automatic flight control. The AFC001 model was developed to support the company’s TSO-approved Air Data Attitude Heading Reference Systems (ADAHRS) for use with analog flight control systems.

Jupiter Avionics

Bryan Hart, Sales/Marketing Director at Jupiter Avionics, introduced 12 new products at the AEA Convention this week. These included the JA72-510/610—a dual USB-C glove box with optional Bluetooth—and the JA74-510/610, a dual USB-C charger with optional Bluetooth as well. Other new products are the dual six channel mixing amplifier, JA94-R62A; the power converter (10V to 32V input), JPC-1032; and the panel protector—JA71-PP1x—among several others.

Genesys Aerosystems

Genesys introduced the Airbus H125 Single Engine IFR Operations STC project, which is scheduled for completion by the second half of 2024. This includes the Genesys Avionics Suite, made up of dual IDU-680 EFIS displays, VHF NAV/COM aircraft digital radio, IFR helicopter autopilot, dual redundant ADAHRS, dual GPS/FMS, and other equipment that is required to achieve IFR certification.

The Genesys IFR helicopter autopilot has a new 4-axis functionality. Genesys also announced its UHF Airborne Radio for fixed-wing and helicopter platforms.

Gables Engineering

Gables showcased its G7324 touchscreen radio controller for Genesys Aerosystems’ digital radio series. Rick Finale, SVP Engineering & Business Development, shared details of the controller’s dimensions (1.485″ x 5.735″ x 0.376″) and electrical requirements (power 28 VDC, 10W [max]).

AEM (Anodyne Electronics Manufacturing Corp.)

Steve Broderick of AEM introduced the MTR138-000GNW Mission Transceiver Remote Radio. Some of its advantages include a narrowband/wideband remote-mount transceiver; its coverage of a frequency band from 138MHz to 174MHx; and its ability to interface with a glass cockpit or panel-mount controller.

Avidyne

Tom Harper, Director of Marketing at Avidyne, shared the company’s Vantage12 upgrade for Cirrus, which includes dual AHRS for redundancy, and is expected to receive certification by the end of 2023.

Avidyne previously announced the HELIX Integrated Flight Deck at Heli-Expo. It will be available later this year, according to Harper.

Applied Avionics

Joe Stiffler, NEXSYS Product Line Manager, announced the embedding of signal processors into the form factors they already provide. NEXYS LYNK is the company’s integrated signal processor, featuring 28 addressable I/O pins and an internal momentary switch to allow for human-machine interface.

SKYTRAC

Reuben Mann, Head of Marketing at SKYTRAC, revealed the SkyLink 7100. The compact communications terminal offers 4G/LTE and Iridium Certus broadband satellite technology.

Flight Data Systems

Flight Data Systems manufactures avionics and instruments. The company just announced that it has completed Approved Model List (AML) Supplemental Type Certificate (STC) for the TSO’d SENTRY Cockpit Voice Recorder (CVR) with Recorder Independent Power Supply (RIPS), SENTRY Cockpit Controller, and SENTRY Cockpit Area Microphone (CAM) by Canada West Avionics. FDS carries out readout services under EASA/UK approvals that enable customers to build the foundation of their flight data safety analysis programs. Its readout services also conform to ICAO and FAA recommendations.

Aspen Avionics

Andy Smith introduced Aspen Avionics’ new Pro MAX Series v2.12 software, including details about improvements to autopilot integration and the user interface. Mark Ferrari commented on the new software release following FAA approval in February, saying, “Aspen’s Pro MAX PFD coupled with the Garmin GFC600 autopilot enhances and expands the basic autopilot function and streamlines the controls, reducing workload and removes the need for some external adapters. When combined with all the features and benefits of Aspen’s glass panel technology, flying becomes easier and safer, especially for single pilot IFR missions.”

VIAVI Solutions

Mark Anderson commented that VIAVI has “2.5 product announcements” at the AEA Convention. First, the PSD90-3 Fuel Quantity Test Set was introduced. It features a new modern architecture and design, and it can replace current Fuel Quantity Test Sets as a single test solution. Users can use either Auto or Manual mode to detect and isolate contaminated fuel probes.

VIAVI also revealed the AVX-10K Flight Line Test Set and the UC-584 Stub Style Transponder Antenna Adaptor.

Southeast Aerospace (SEA)

Luke Gomoll, Aircraft Modification Sales Representative at Southeast Aerospace, talked about SEA’s IVSI and ESI STCs. The IVSI STC offers an alternative to expensive repairs for unreliable IVSI units and it includes integration with TCAS II and Resolution Advisories display. The ESI STC enables optional interfaces of GPS, Heading, and Navigation.

Innovative Advantage

Bill Dalton, Technical Program Manager at Innovative Advantage, covered the company’s Audio Video Distribution System (AVDS) Node Box in addition to new offerings: a Bluetooth adapter that enables customers to listen to music with their wireless headphones via the IFE system; an HDMI Consumer Electronics Control (CEC); and a Signal Converter Box (SCB).

One Mile Up

Gene Velazquez, president and founder of One Mile Up, showcased their Panel Planner software that enables users to design and fabricate instrument panels for general aviation. He noted that their booth at the AEA Convention is displaying new products, including the Harness Planner, which is produced at Nelson Aviation’s wiring harness production facility in Florida.

Panel Planner (Photo: One Mile Up)

Harness Planner (Photo: One Mile Up)

Laversab

Laversab builds avionics RF and air data test sets. Kerry Nabors, Aviation Systems Manager at Laversab, highlighted the Laversab ARTS-7000, a multifunction all-in-one Avionics Radio Test System (ARTS). The optional GPS simulator offers fixed and motion modes, full-constellation GPS output, and intuitive route creation.

Flightcell

New Zealand-based Flightcell’s latest innovation is an all-in-one satellite voice solution, Flightcell SVS. The product provides worldwide voice communications over the Iridium Satellite network, including bi-directional calling between air traffic control and the aircraft. It also includes safety voice calling levels: emergency, high, low, and no priority.

SmartSky Networks

Sean P. Reilly, VP Digital Solutions & Air Transport, introduced a new product from the company: SmartSky Private Intranet. It’s an air-to-ground system with very low latency that enables real-time transfer of data, according to Reilly. It also allows for live streaming, video conferencing, gaming, and sending photos or videos.

CCX Technologies

CCX unveiled its T-RX GPS to a new audience at the New Product Introductions event this week. The T-RX GPS has previously been showcased at various other events. It has a secure and intuitive user interface, and it’s lightweight and portable. The T-RX GPS also has a software-based architecture that allows for upgrades to the device.

Universal Avionics

Universal Avionics (UA) announced earlier this year that it has received Technical Standard Order (TSO) authorization of the first Aperture visual data management solution as of January. Its optimized hardware includes eight A818 input channels and four A818 output channels. Aperture has a Design Assurance Level A (DAL A), a multi-core CPU, and two X AI dedicated processing units. UA is working to expand capabilities of Aperture to include additional video/sensor channels as well as low latency video aggregation and manipulation.

Raptor Scientific

Raptor Scientific provides engineering, testing and measurement services. This includes designing and manufacturing mass properties, air data test technology, and radar cross section measurement instruments. Highlighted at the New Product Introductions event was the Raptor ADTS-3250. Production of this pitot static test set is expected to kick off in June.

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Northrop Grumman In Build Phase Of SDA’s Satellite Mesh Network After Successful Critical Design Review

Proliferated Warfighter Space Architecture (Photo: Northrop Grumman)

A little over a year after winning a Space Development Agency (SDA) contract to provide satellites for a low-Earth orbit mesh communications network, Northrop Grumman [NOC] recently completed the critical design review (CDR), paving the way to begin building its spacecraft for the Tranche 1 Transport Layer (T1TL), the company said on Tuesday.

Northrop Grumman’s contract calls for launch of the first of 21 of 42 T1TL satellites by September 2024, 32 months after contract award. The remaining satellites will be launched about three months later.

Northrop Grumman is demonstrating its ability to be “fast and responsive to the threat,” Blake Bullock, vice president, Communications Systems, Strategic Space Systems for Northrop Grumman, told Defense Daily on April 17 at the annual Space Symposium. “It’s a game changer for the Defense Department.”

SDA awarded Northrop Grumman contracts for 56 satellites, including 42 for the T1TL portion of the Proliferated Warfighter Space Architecture. The T1TL will be a network of communications satellites that can link with other space as well as terrestrial assets as part of the DoD’s vision of a highly connected battlespace that it sums up as Joint All Domain Command and Control, or JADC2.

The transport layer satellites will include Link 16 datalinks, which are widely proliferated across warfighting assets, advancing the JADC2 vision.

Lockheed Martin [LMT] and York Space Systems are also building 42 satellites each for T1TL. All of the satellites, including Northrop Grumman’s, will communicate with each other via optical communications links.

Northrop Grumman is also building 14 satellites for the Tranche 1 Tracking Layer, which will provide missile warning and tracking information as part of the Proliferated Warfighter Space Architecture. The company recently completed a preliminary design review for the tracking layer.

Under Tranche 0 of the Transport Layer effort, Lockheed Martin and York Space Systems are supplying 10 satellites each to SDA. SpaceX and L3Harris Technologies [LHX] are supplying Tracking Layer satellites under Tranche 0 and L3Harris [LHX] is also under contract for Tranche 1 Tracking Layer spacecraft.

Northrop Grumman is partnered with Airbus Group, which is providing the satellite bus for the spacecraft. Production of the T1TL satellites will begin later this year.

This story was first published by Avionics International’s sister publication, Defense Daily.

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Embraer Nears Completion of New Surveillance and Early Air Warning Radar

Embraer recently completed the development phase of the SABER M200 Vigilante radar. The company has also signed a contract with the Brazilian Army to begin developing a Brazilian counter-battery radar. (Photo: Embraer)

Brazilian aircraft manufacturer Embraer recently completed development and has begun technical validation of the SABER M200 Vigilante radar.

The radar system will soon be operated by various agencies within the Brazilian government, performing surveillance and early air warning missions, according to Embraer. The radar also will be made available to the international defense market.

Embraer also recently signed a contract to develop a counter-artillery battery radar system for the Brazilian army. That system also will be available for international customers, the company said.

The company showcased several radars, including the M200 Vigilante Radar, the SABER M60 Radar, and SENTIR M20 at the Latin American Aerospace and Defense expo.

The versatile SABER M60 radar combines tactical capacity and reliability for low-altitude air defense applications, Embraer said. The most recent version was delivered to the Brazilian army to complement the various anti-aircraft Brazilian army units.

The SENTIR M20 surface surveillance sensor has been used to keep tabs on Brazil’s lengthy land border, as part of the Integrated Border Monitoring System (SISFRON).

“Currently employed in mobile, fixed, and transportable versions, the M20 radar has demonstrated excellent results in increasing operational efficiency, generating the potential to increment its use in the SISFRON Program, as well as to serve the needs of the international market,” Embraer said in a statement.

Embraer is in the final development phase for the prototype of the M200 Multimission radar, having already surpassed the main technological challenges related to this research and development phase, which ensures readiness for the future potential employment of the radar in medium-altitude and medium-range air defense projects for the Brazilian government.

Embraer has also discussed potential cooperation opportunities with the Brazilian navy and air force to apply the same radar and sensor capabilities.The company recently signed a technical cooperation agreement with the Brazilian Navy for research, development of radar and jammer systems, “once both institutions have recognized competencies and projects in these areas and will collaborate on sustainable solutions to increase the operational capacity of the Brazilian navy with a high level of Brazilian technological content.”

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Turkish Airlines Adds Free In-Flight Messaging

Turkish Airlines will offer free messaging services to passengers on international flights, according to a recent announcement. (Photo: Turkish Airlines)

Turkish Airlines is the most recent airline to begin offering free in-flight messaging for passengers on board many of its flights. With this decision, Turkish follows some of the world’s largest airlines, including Air France, Alaska, Southwest and Delta Air Lines, which already offer this service to all passengers.

Flying for over 90 years, Turkish Airlines is one of the world’s largest airlines based on destinations served. The carrier serves 120 countries from its hub at Istanbul Airport, and its fleet of 412 aircraft operate routes across the world. Given the long-haul focus of Turkish, the carrier has worked to develop a positive on-board experience to sustain passengers on its many long-haul flights. Its new offer of free in-flight messaging aims to further enhance its on-board experience.

Passengers flying on an international flight on Turkish Airlines will be able to send and receive messages for free. This can be done through various communication platforms including WhatsApp, iMessage, Messenger, along with other popular channels. This offering does not extend to all passengers—in order to use the service, customers must be members of Turkish’s loyalty program Miles&Smiles. Despite this restriction, passengers can enroll for the program inflight, and they can immediately connect to free messaging upon registration.

“By combining our innovative approach with customer satisfaction, we are ensuring our passengers will be able to freely message their loved ones above the clouds, staying in contact with them without any limits.” (Photo: Turkish Airlines)

This change will help Turkish further assert its brand centered on passenger comfort and connectivity. As CEO Bilal Eksi explained, Turkish is “adding another innovative development to the countless improvements we made for Türkiye’s aviation sector as the national flag carrier. By combining our innovative approach with customer satisfaction, we are ensuring our passengers will be able to freely message their loved ones above the clouds, staying in contact with them without any limits.”

While all Miles&Smiles members will be eligible for free messaging, the carrier still offers a variety of packages to enhance the in-flight passenger experience. Business class passengers who are also Miles&Smiles Elite members or Elite Plus members can receive unlimited Wi-Fi for free. Meanwhile, any other business class passengers are given 1GB of free Wi-Fi. Non-business class passengers with elite status with the carrier will receive 400 MB of Wi-Fi for free along with free messaging.

Despite this new offering for Miles&Smiles members, there are certain limitations. Depending on the location of the aircraft, connection may be lost at certain points during the flight. Additionally, bandwidth is limited, so it could take a while to send and receive messages. Regardless, Turkish believes this new addition will allow passengers to remain better connected while traveling.

Despite a few variables that could lead to disruptions, Turkish’s new in-flight messaging aims to allow passengers to remain better connected when flying with the carrier. This addition will help the carrier reaffirm itself as one of the world’s leading airlines.

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Sagetech Avionics Sees Opportunities In Brazil For Micro-Transponder

Sagetech Avionics and Advanced Technologies Security & Defense, an unmanned aerial vehicle (UAV) company, have successfully completed the Brazilian equivalent of FCC approval by ANATEL, the Brazilian National Telecommunications Agency. (Photo: Sagetech)

US aerospace technology firm Sagetech Avionics said approval in Brazil for its micro-transponder, the MXS, will open new opportunities in the South American country and beyond.

Sagetech this month gained clearance from the Brazilian National Telecommunications Agency allowing the MXS to be installed on the Harpy drone produced by Brazilian unmanned aerial vehicle (UAV) manufacturer Advanced Technologies Security & Defense.

The approval clears the MXS to be imported to Brazil, so it could be installed on any aircraft produced in Brazil, home of Embraer.

Beyond the Harpy, which is now equipped with the MXS ADS-B in/out transponder, Advanced Technologies will serve as a reseller of the transponder in the Brazilian market. “Both companies are excited to bring robust, reliable and cutting-edge products to the Brazilian UAV marketplace and look forward to future collaborations with other UAV manufacturers,” the companies said in a joint statement.

In an interview with Avionics International, Sagetech CEO Tom Furey said Advanced Technologies will act “as our agent in Brazil,” adding: “They’ve chosen to not only put the MXS on their aircraft, but also to help others, if appropriate, in commercial aircraft or general aviation or another drone manufacturer to use our transponder because they can import it for use in Brazil.”

The Harpy is a 2-meter-long (6.5 feet) drone with a 4-meter (13 feet) wingspan and capable of a maximum speed of 150 km/hr (93 mph). Furey said the MXS is ideal for the Harpy. “This takes what would traditionally be a 3- to 10-pound transponder and shrinks it to a third of a pound,” he explained. “The power consumption is reduced dramatically to less than 15 watts maximum. And the space required for the MXS is a lot smaller. All of those things help … a small drone have this capability [to transmit its position] without sacrificing anything.”

As the skies get more crowded, it will be critical for as many aircraft as possible to be equipped with ADS-B in/out transponders, Furey noted. “It’s important for everyone to be able to have transponders on their aircraft where appropriate,” he said. “In terms of transmitting position, a transponder is one of the main ways that unmanned aircraft are going to work and play well with others in crowded airspace.”

Furey said Sagetech’s micro-transponder will also be a good fit in the emerging eVTOL sector. “An eVTOL is just another aircraft,” he explained. “eVTOLs take take off and land differently and have a different propulsion system, but they’re still an aircraft operating in shared airspace and very often will be carrying passengers or carrying a high payload weight. So, if you have battery power, anything in your aircraft that consumes power comes into question.”

Furey added: “Taking a normal transponder that might be used on an Airbus or a Boeing commercial airliner and put that in an eVTOL and you’ve got a multiplicative effect. A [more traditional] transponder might draw 40, 50 or 60 watts of power, where ours is typically operating in the 10 to 11 watt range. Secondly, [airliner transponders] are a lot bigger and heavier [than the MXS], which then causes more strain on the propulsion system. So, size, weight and power all matter. We continue to think that eVTOLs are a great market for the MXS.”

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