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Ocean Explorer Signs Agreement for Use of Beacon Platform

Embraer signed a commercial agreement with Ocean Explorer, a helicopter operator, for the use of Beacon—the maintenance coordination digital platform. (Photo: Embraer)

Brazilian helicopter operator Ocean Explorer recently signed an agreement with Embraer for the use of its Beacon platform. This deal will help Ocean Explorer to better manage its fleet and maintenance resources, while allowing Embraer to bring its Beacon program to a new segment of the industry.

Brazilian aircraft manufacturer Embraer announced the launch of Beacon about four years ago. The program’s main focus is to help clients connect with needed maintenance resources, all while addressing the challenges posed to an industry that struggles from a shortage of licensed aviation professionals. Specifically, Embraer made Beacon’s focus on assisting with inefficiencies in aviation maintenance pipelines—namely, by offering communication tools and systemized resources for clients. The program has since earned the support of various companies across the aviation industry. Just last month, Embraer signed an agreement with Vortex Aircraft Services for the use of Beacon.

Beacon is home to a network of maintenance resources, including technicians and operators. It serves as an online hub that shares data and expertise, which allows it to help its clients increase shared knowledge and thus productivity levels across their organizations. 

Ocean Explorer is the most recent aircraft operator to demonstrate interest in Embraer’s program. The Brazilian helicopter management company just signed a commercial agreement for the use of Beacon. As an operator of an Airbus ACH160, Ocean Explorer hopes to take advantage of the faster return-to-service times the program provides in addition to improved coordination and connection to resources.

As Daniel Braz, General Manager at Ocean Explorer, explained, “Beacon is the ideal solution for Ocean as we seek for a smarter and digital maintenance operation. With Beacon, our team can communicate with maintenance centers, engine maintenance representatives, and other external partners in real-time without the trouble of searching for information on emails and phone calls. We need to make sure the helicopter is always available, so keeping information safe and accessible to everyone involved is critical.”

This contract marks a milestone in Embraer’s release of Beacon. Ocean Explorer will be the first helicopter operator to utilize the platform, demonstrating the applicability this product has to a variety of segments in the industry. Given that in Brazil alone there are over 2,000 daily helicopter flights (and 400 helicopters based in Sao Paulo), Embraer remains optimistic that similar companies will be attracted to Beacon for its easy accessibility and convenience.

The global aviation industry has been plagued with labor shortages and operational challenges as demand across all sectors recovers from the pandemic. Ocean Explorer’s new deal with Beacon indicates how important coordination and resource management have become to the industry.

The post Ocean Explorer Signs Agreement for Use of Beacon Platform appeared first on Avionics International.

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Lockheed Martin Ventures Invests in Electric Motor Company H3X

The HPDM-3000, developed by H3X Technologies, is an ultra-high power density MW-class Integrated Modular Motor Drive for primary propulsor applications on large electric aircraft. (Photo: H3X)

H3X Technologies, a developer and manufacturer of electric motors for aircraft, on Tuesday said it has received an investment from Lockheed Martin’s venture arm to help it accelerate development and commercialization of its integrated motors.

The value of the investment wasn’t disclosed. H3X has 17 employees.

H3X is developing a series of electric motors ranging from 30 kW to 3MW that the company says are “unparalleled in performance in terms of specific power and efficiency.” The Denver-based company also says it has made advancements in electromagnetics, material science, power electronics, additive manufacturing, motor control and thermals to enable its motors to reach continuous specific powers greater than 10kW per kilogram.

“H3X is working on scaling transformative technologies that we believe have the potential to provide our customer with viable options for electrifying legacy, all-domain systems and components,” Chris Moran, vice president and general manager of Lockheed Martin Ventures, said in a statement. “Our investment in H3X reinforces Lockheed Martin’s commitment to developing predictive capabilities and scaling solutions that allow the U.S. and its allies to stay ahead of threats.”

The HPDM-30 is a high power density integrated motor drive. (Photo: H3X)

The long-term focus of the company is “enabling fully-electric and hybrid-electric commercial aircraft,” Jason Sylvestre, co-founder and CEO of H3X, told Defense Daily in an email response to questions.

He said X3X has several customers working on defense applications that range from electric propulsion for unmanned aerial vehicles to avionics power generation for hypersonic aircraft.

“Our products are 3X more power dense than anything else commercially available on the market, and this unlocks architectures and capabilities for vehicle manufacturers that previously weren’t possible,” Sylvestre said.

H3X touts its electric propulsion technology for a wide range of applications including electric vertical take-off and landing aircraft being developed for urban air mobility, large commercial aircraft such as a Boeing [BA] 737, military aircraft and vessel, electric boats, ferries, and power generation.

The company also said the investment will help it scale up its headquarters for production.

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

The post Lockheed Martin Ventures Invests in Electric Motor Company H3X appeared first on Avionics International.

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AutoFlight’s 4th-Gen eVTOL Sets a New Record

The fourth generation of the eVTOL designed by AutoFlight was flown 250.3 kilometers during a test flight last month, setting a new record for the longest distance flown by an eVTOL aircraft. (Photo: AutoFlight)

During a test flight in February, AutoFlight’s electric vertical take-off and landing (eVTOL) aircraft flew 250.3 kilometers (about 155.5 miles) on a single charge of its batteries. The company claims this is the longest flight of an eVTOL to date—the previous record, 248 km, was set by Joby Aviation in 2021

“While AutoFlight’s Gen4 aircraft is fitted with the latest in state-of-the-art avionics, the aircraft also ran third-party avionics to record and verify the distance flown on ForeFlight, an independent system widely used in the aviation sector.” (Photo: AutoFlight)

The fourth generation of AutoFlight’s Prosperity I aircraft was remotely piloted during the test flight. The eVTOL ran third-party avionics to record and verify how far it flew while also being equipped with “the latest in state-of-the-art avionics,” according to the announcement.

AutoFlight is pursuing a 2025 goal of airworthiness certification with EASA. Its aircraft can fly upwards of 200 km per hour (about 124 miles per hour).

“It’s a remarkable achievement that shows our aircraft’s capability, and we are excited to continue working towards our next goals all the way to EASA certification in 2025.” – Omer Bar-Yohay, President of AutoFlight (Photo: AutoFlight)

“This flight is both a great celebratory milestone, and a testament to the team’s incredible effort and progress in testing and incrementally pushing the aircraft’s performance envelope,” commented president Omer Bar-Yohay on the achievement.

In January 2022, AutoFlight completed a proof-of-concept transition test flight with its aircraft. It was one of the first eVTOL developers to achieve this milestone.

In June, test flight footage of AutoFlight’s second proof-of-concept aircraft was shared with the public. This followed numerous successful flight transitions. The full-scale aircraft at the time had a range of 200 km.

The post AutoFlight’s 4th-Gen eVTOL Sets a New Record appeared first on Avionics International.

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OPINION: EASA’s U-Space Framework

The EU’s U-Space regulation came into effect on Jan. 26, which marks a significant step for permitting complex drone and eVTOL operations. The onus is now on EU Member States, among others, to begin identifying airspace where the U-Space framework can be deployed. (Photo created using DALL·E)

This article is contributed by Richard Hakes, Oliver Beiersdorf, and Julia Norsetter of global law firm Reed Smith.



January 26, 2023, marked an important milestone in making advanced air mobility (AAM) a reality in the European Union. Specifically, the EU’s U-Space regulation came into effect, which is a significant step for permitting complex drone and eVTOL operations. The onus is now on EU Member States, among others, to begin identifying airspace where the U-Space framework can be deployed.

The EU’s U-Space framework contains essential roles for EASA, the Competent Authority of a Member State (CA), Air Navigation Service Suppliers (ANSP), U-Space service providers (USSP). Briefly, the roles of these U-Space participants are as follows:

USSP. The U-Space service provider is a significant new entity in the airspace management of UAS and AAM. Generally, USSPs will rely on high degrees of automation and digital information to support safe operations for multiple UAS at once. Detailed requirements for USSPs are still under deliberation. A known essential function for USSPs will be the need to coordinate U-space services with existing air traffic management, described below under “Air Navigation Service Provider.”

EASA. Under the U-Space concept, EASA’s responsibilities include providing certification requirements and means of compliance for the USSPs, as well providing certification for some USSPs. In addition to EASA, Member States will play a significant role in USSP certification.

Competent Authority. The Competent Authority of a Member State is often its Civil Aviation Authority, such as the Directorate General for Civil Aviation in France. Under the U-Space concept, the Competent Authority’s responsibilities include designating the geographical limits of its U-Space, certifying USSPs based on EASA requirements, and ensuring a central authority for U-Space information coordination (“Common Information Service Provider”).

Air Navigation Service Supplier. An ANSP is an entity, often government or private, which provides air traffic navigation services to existing, traditional aviation. In the U.S., this service is provided by FAA’s “Air Traffic Control System.” Under the U-Space concept, the ANSP’s responsibilities will include coordinating data with the USSPs, as well as dynamic reconfiguration of the airspace to permit multiple operations.

The entry into force of the U-Space regulation marks the beginning of significant work for Member States, EASA and others. It will be important to move swiftly and safely towards a USSP certification process. USSP concepts are already well under design by industry providers seeking to be certified in this domain. In fact, a number of potential USSPs attended a January 26 meeting of the European Network of U-space Stakeholders Meeting in Helsinki.

EASA Operational Rules for eVTOL and UAS

The U-Space regulation comes on the heels of another important milestone in advanced aviation for EASA. In December 2022, EASA published rulemaking plans for vertical take-off and landing aircraft (VTOL) and Unmanned Aircraft Systems (UAS). This document will benefit VTOL and UAS operators who need approval of their flight plans. This news is significant for the emerging aviation industry, who will need multiple approvals from regulators like EASA in order to fly.

EASA has already made significant headway with the release of operational rules for low- and medium-risk UAS operations. Low- and medium-risk operations include those that generally do not fly over large groups of people, and have limitations relating to the weight and altitude of the UAS.

By contrast, the publication released in December 2022 relates to high-risk operations of both UAS and VTOL aircraft. This is significant because high-risk operations include the carriage of passengers and large cargo. Eventually, high-risk operations may also involve flight without a pilot on board.

Given the complexity of high-risk operations, it is no surprise that EASA plans to release information sequentially, as flights are tested for safety and eventually approved. For example, guidance relating to the carriage of goods will come far sooner than guidance for the carriage of passengers.

EASA plans to approach the high-risk category by proposing amendments to existing rules. Specifically, this information will be published in three tranches, as set forth generally below:

  • Tranche 1: Manned VTOL aircraft carrying passengers or cargo in urban and non-urban environments; and certain high-risk UAS operations.
  • Tranche 2: Manned VTOL operations carrying passengers or cargo, (that were unaddressed by the first opinion); and UAS operations taking/off landing at aerodromes.
  • Tranche 3: UAS operations taking off in urban environments and unmanned VTOL operations carrying passengers or cargo.

EASA set forth high level information about the contents of its proposed amendments, which may include:

  • Operational requirements for takeoff and landing at vertiports
  • A new pilot’s license for VTOL operations
  • Rules relating to the integration of high-risk operations into existing airspace

The upcoming opinions will also be accompanied by guidance material and a description of how to comply with the new requirements (“acceptable means of compliance”).

In its recent release, EASA notes the complexity of the regulatory architecture needed to permit VTOL and high-risk UAS operations. EASA’s planned consultative process for the tasks above is iterative and may result in additional proposals to introduce or amend existing rules.

With new regulations now entering into force, the EU has further demonstrated itself as a global leader in advanced aviation. There will certainly be a flurry of action as many sectors of industry work to understand and utilize the new rules. This will likely be an industry disruptor, considering the U-Space framework provides opportunities for many industries, including operators, service suppliers, and all potential beneficiaries of advanced air mobility.

EASA’s new U-Space framework and VTOL/UAS regulations will apply to EU member states. Manufacturers and operators seeking to fly in the U.S. will be regulated by the U.S. Federal Aviation Administration (FAA). Current FAA regulations allow for UAS operations and package delivery in specific circumstances under FAA approval.

The post OPINION: EASA’s U-Space Framework appeared first on Avionics International.

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KinectAir Chooses eSTOL Developer Electra for New Partnership

KinectAir and Electra are partnering to meet the demand for affordable regional air travel. (Photo: KinectAir/Electra.aero)

A new partnership was announced this week between KinectAir and Electra.aero. KinectAir is an operating system for booking private charter flights as well as advanced air mobility (AAM) transport. Its software-defined network is designed to lower the cost of point-to-point air travel. Electra’s focus is on development of an electric short take-off and landing (eSTOL) aircraft. The companies are collaborating to capitalize on growing demand for point-to-point regional flights

KinectAir plans to operate Electra’s eSTOL aircraft on its network in the Pacific Northwest. Eventually, operations are expected to expand to other areas in the U.S. and in Europe. The partnership takes advantage of underutilized infrastructure like regional airports.

Based on data from flight itineraries, KinectAir claims that there is strong demand for regional air travel for distances under 500 miles. The average flight distance booked by their customers is 215 miles. “The sweet spot for regional air mobility is between 100 and 300 miles,” commented Jonathan Evans, CEO of KinectAir.

Evans noted that their smartphone app incorporates AI-backed route dispatch and demand generation capabilities which results in lower prices. “Out of over 40,000 itineraries entered into our software, 83% of customers want to bypass the largest 30 airport hubs in order to use only point-to-point airport pairs,” he stated.

Marc Ausman, Electra’s Chief Product Officer, remarked that they will work closely with the team at KinectAir on integration of the eSTOL into their network for regional air mobility. “Convenient access to a regional air mobility network for passengers is crucial to scaling the service,” Ausman said.

Electra was recently selected by the U.S. Air Force’s AFWERX program for a Strategic Funding Increase award of up to $85 million. Private investments, government contributions, and matching SBIR (Small Business Innovation Research) funding will contribute to the award amount. The Strategic Funding Increase will help Electra’s team to continue development of a full-scale pre-production prototype of its eSTOL aircraft, which will be used by the Air Force for validating requirements and operational use cases.

Last October, the eSTOL developer received its 1,000th order. Welojets signed a letter of intent with Electra for 32 eSTOL aircraft.

The post KinectAir Chooses eSTOL Developer Electra for New Partnership appeared first on Avionics International.

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OPINION: How to Strengthen the Value Opportunity for Employees in Aerospace and Defense

Aerospace and defense (A&D) executives know how to make the industry an attractive employer again. (Photo generated using DALL·E)

This article is contributed by Stephane Lagut, EY Global Aerospace and Defense Leader.

Across the world, our working habits have changed dramatically in the last few years. Very few industries have escaped this shift, and aerospace is no different. While still dealing with the effects of a massive dip in revenue, leading to large job losses across the industry, aerospace (along with other industries) is now facing what some are calling the Great Disengagement as it struggles to hire, retain and motivate its workforce.

In the last 12 months, many executives in the industry have noticed a sharp drop in employee engagement, a steep rise in turnover, and a frightening lack of response to the instruments they usually use to keep their factories and workshops staffed. In a recent survey by the Aerospace Industries Association, the American Institute of Aeronautics and Astronautics and EY, 41% of A&D executives told researchers they thought employees had become less engaged in the last 12 months and 69% said turnover had increased. Overall turnover rose dramatically in 2022, to 7.1%, up from 5.8% in 2021.

Many industries are experiencing similar trends. In the US alone, the Bureau of Labor Statistics reported that 47 million Americans either quit or changed jobs in 2021, and more are following now, in search of higher pay, career advancement or a better work-life balance. But the challenge facing aerospace and defense companies may be particularly acute, given their need for highly skilled and specialized workers, changing skill needs, and volatile customer demand.

Making Aerospace and Defense Attractive

Fortunately, A&D executives already know what they need to do to make the industry an extremely attractive employer again.

First, the employee value opportunity needs to be strengthened. The workforce survey found that people left for better pay (78%), a better job (75%), or enhanced flexibility and opportunity for remote work (31%).

Rather than let them walk away, executives say, companies need to give employees what they are looking for: Compensation programs should be reviewed (91%), better career paths offered (69%), and employees’ needs listened to and recognized (69%). Companies also need to provide more opportunities to develop leadership roles (59%) and learn more advanced skills (59%). Employees also want their own managers to be better trained, according to respondents (50%).

Some executives surveyed said they had seen positive effects on employee engagement from the use of virtual communications tools. A slight majority, for example, said they had seen a demonstrated impact from regular virtual team sessions (53%). Executives also noted positive effects of both team building sessions once or twice a year (50%) and virtual group sessions with advisors and peers (47%).

Next, the industry needs to work harder to attract women and minorities. Although most executives feel their company is committed “to celebrating and embracing different backgrounds, ideas and beliefs,” they acknowledge that they are still overlooking a lot of talent: Under 26% of the A&D workforce are women, just 1.6% more than in 2017. Hispanics have made somewhat better gains in percentage terms (from 6% to 9%), while the Black workforce is now 10%, up from 5% as in 2017.

Right now, university recruits that aerospace and defense executives say they most value have engineering skills (78%), followed by leadership, computer skills, or data analytics (all of them 47%). Over the next four to five years, fewer respondents expect they will be looking for skills in engineering (66%), data analytics (63%), and leadership (57%). They hire mostly through internships (88%), career fairs (88%), or sponsorship of important events, such as STEM fairs and technology competitions (72%).

Attracting new talent will also depend on developing more flexible working opportunities. Advances in IT are making it easier for people in many industries to work from home, particularly for highly skilled white collar knowledge workers. Currently, however, only 9% of the industry works on a fully remote basis, while 24% work on a hybrid schedule.

It is worth noting that disruptive market trends—geopolitical and economic pressures, supply chain reinvention, policy and regulatory pressures, etc.—are influencing workforce decisions beyond only flexible working considerations. Companies face questions related to the geographical location of their workforce in response to these market challenges and must have better visibility of the talent available in strategic regions of future investments. Access to these talent pools is likely to become more restricted as market challenges increase, adding an additional layer of uncertainty to expansion and growth initiatives.

Understanding the pool of new talent is limited and competition for new recruits is fierce, A&D companies may consider internal resources to fill gaps. Creating a closer connection between design and R&D to production—linking blue- and white-collar roles—will spur innovation processes, increase efficiencies, and potentially create a pipeline of talent from within, particularly when coupled with upskilling and re-skilling programs.

In addition, the sector must double down on purpose. Employees appreciate a strong connection to a career with real purpose or mission, beyond a profit motive. They want to play a role in realizing a future vision, one of significance to the greater good for humankind. In this area, aerospace and defense have an advantage over other industries: Companies in the sector are making air travel safer, protecting national security, and delivering the best they can to the military and other first responders to keep people safe. The sector is prioritizing sustainability and ESG initiatives, another purpose-driven asset attractive to recruits and employees.

A&D companies should be more direct in highlighting these traits to potential recruits and delivering on them to their current workers. Many A&D companies have developed corporate cultures that exhibit strong commitment to “the mission”—whether their own or that of their customer. This is an asset that can and should be used prominently as part of recruiting and retention strategies.

What else could be done to make aerospace and defense jobs more attractive? Respondents suggested rolling out better collaboration software (78%), online learning solutions (72%) or wellbeing initiatives that can be accessed from any location (69%).

Finally, executives believe their companies need to make a commitment to teach and learn a broad range of the advanced skills they will need to build tomorrow’s aircraft and defense systems. In 2021, companies focused mostly on web-based training (84%), peer-to-peer coaching (81%), and virtual instructor-led training (78%). Right now, A&D firms focus mostly on online leadership training (66%), engineering skills (44%), or cybersecurity (44%).

A&D has always been a highly cyclical industry. Rapid technological advances, high first-copy costs, and volatile demand are all elements that aerospace and defense executives have always had to manage. So, what’s different now? Today, A&D executives believe their employees are another important variable, one which requires additional investments, planning and actions to win the battle for talent. 

Stephane Lagut is EY Global Aerospace & Defense Leader.

The post OPINION: How to Strengthen the Value Opportunity for Employees in Aerospace and Defense appeared first on Avionics International.

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Thales and AURA AERO to Develop Connected Avionics Solutions for Regional Aviation

AURA AERO signed an agreement with Thales to collaborate on the development of a new connected avionics solution for electric and hybrid-electric regional aircraft. (Photo: AURA AERO)

AURA AERO signed an agreement this month with Thales to collaborate on the development of a new connected avionics solution for regional aviation. These efforts will help to adapt electric and hybrid aircraft operations to the airspace.

AURA AERO initiated a project to develop a 19-passenger hybrid-electric aircraft for regional transportation that only requires 800 meters to take off. The project aims to conduct the first flight with its electric regional aircraft, or ERA, in 2024, with entry into service expected in 2027.

Thales and AURA will be coordinating to develop a global avionics suite that is specifically designed for the ERA. Objectives include creation of a cockpit solution, a digital platform, and a secure land-air connectivity solution.

The FlytX flight deck system developed by Thales (Photo: Thales)

“The development of decarbonized aviation is not limited to propulsion systems. It also requires many other innovations including the avionics,” remarked Jérémy Caussade, co-founder and President of AURA AERO, in the announcement.

Jean-Paul Ebanga, VP Flight Avionics at Thales, also commented on the agreement with AURA, saying, “The FlytX cockpit system is the ideal solution to support the revolution of uses proposed by AURA AERO. We are happy to participate in the ERA project, a project that takes advantage of the technological investments which we have made these past years and contributes to paving the way towards a safe and sustainable electric regional aviation.”

FlytX enables new features—SVS (synthetic vision system), Digital Map, and new navigation HSI (horizontal situation indicator).

The post Thales and AURA AERO to Develop Connected Avionics Solutions for Regional Aviation appeared first on Avionics International.

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Intelsat Conducts In-Flight Wi-Fi Testing of New Electronically Steered Array Antenna

Intelsat has completed successful in-flight testing of its new electronically steered array antenna that enables streaming for in-flight Wi-Fi. (Photo: BusinessWire)

Intelsat announced today that it has completed in-flight testing of its new electronically steered array antenna that enables streaming for in-flight Wi-Fi. The new antenna was revealed in June of last year. Since then, engineers from Intelsat as well as Ball, Stellar Blu Solutions, and OneWeb have been validating the antenna and network performance.

Intelsat’s team has successfully demonstrated the new system on a bombardier CRJ-700 regional jet that had the new antenna and Wi-Fi system installed. This enabled global airline customers participating in the demonstration to conduct live virtual meetings and stream media.

According to the announcement, Intelsat has conducted test flights with some of the world’s leading airlines as they continue to improve the technology. Alaska Airlines plans to use Intelsat’s electronically steered array (ESA) antenna and in-flight connectivity services on its fleet of Embraer regional jets.

Jeff Sare, president of Intelsat Commercial Aviation, explained in a statement, “An antenna without moving parts, that is much smaller than its predecessors, enables airlines to compete in the marketplace […] and have confidence that Intelsat’s multi-orbit antenna will provide the best performing inflight connectivity experience in the market.”

The ESA that Intelsat offers can operate between Low-Earth Orbit (LEO) and geostationary (GEO) satellites. LEO satellites offer low latency, and the GEO satellites provide redundancy to cover network hotspots that the LEO satellite networks can’t address on their own.

Intelsat’s electronically steered array antenna is just 3.5″ tall and weighs 90 pounds.

“The Intelsat terminal not only provides the most flexible solution for customers but is built for true multi-orbit operation which will outperform emerging competitors that are using smaller ESA solutions capable of working solely on LEO networks,” commented Dave Bijur, SVP, Commercial Aviation at Intelsat, when the new ESA was launched last year.

The post Intelsat Conducts In-Flight Wi-Fi Testing of New Electronically Steered Array Antenna appeared first on Avionics International.

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SpaceX Shares Details of Higher Bandwidth V2 Mini Starlink Satellites

A stack of V2 Mini Starlink satellites ready for launch (Photo: SpaceX)

SpaceX shared details of mini second-generation Starlink satellites on Feb. 26, calling them “V2 Minis,” saying the new technology will provide more bandwidth and increased reliability.

This announcement came after the FCC recently gave SpaceX partial approval for the second generation of the constellation, approving 7,500 satellites, with additional constraints on the system. SpaceX has two versions of the second generation of satellites, the primary V2 version, designed to deploy on the upcoming Starship rocket, and a “V2 Mini” version designed for the Falcon 9.

New technologies onboard include a more powerful phased array antenna and use E-band spectrum for backhaul. The E-band development allows Starlink to provide around four times more capacity per satellite than earlier versions, SpaceX said.

In addition, the satellites have new argon Hall thrusters for on orbit maneuvering. These new thrusters were developed by SpaceX engineers and have never been operated in space before, SpaceX said. The thrusters offer 170 mN of thrust, which SpaceX said is 2.4 times the thrust and 1.5 times the specific impulse of thrusters on first generation Starlink satellites.

“With the recent authorization of our second-generation network, or ‘Gen2,’ SpaceX will provide even faster speeds to more users. This new authorization enables SpaceX to launch additional, much-improved spacecraft with significantly more throughput per satellite than the first-generation systems. For the end consumer, this means more bandwidth and increased reliability. As a result, millions of more people will have access to high-speed internet no matter where they live,” SpaceX said a statement.

SpaceX also shared updates on the sustainability of the system, saying the satellites are designed to fully degrade when they reenter the atmosphere to eliminate the risk of falling debris, and decommissioned satellites are propulsively deorbited within weeks of the end of their mission. The operator also said V2 Mini satellites will be darker in orbit than the first generation to further reduce the impact to astronomers and their observations.

Starlink is a constellation of satellites in Low-Earth Orbit (LEO) that provides broadband internet service in areas where terrestrial options are unavailable or lacking. The service is available in many parts of the world and recently surpassed 1 million subscribers. SpaceX said in the update that it has launched nearly 4,000 satellites for the constellation, and independent tracking reports there are more than 3,683 satellites in operation in the constellation.

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

The post SpaceX Shares Details of Higher Bandwidth V2 Mini Starlink Satellites appeared first on Avionics International.

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Northrop Announces Start of Testing for EMRIS Multi-Function Sensor

Pictured is Northrop Grumman’s Electronically-Scanned Multifunction Reconfigurable Integrated Sensor (EMRIS) at a Northrop Grumman testing range (Photo: Northrop Grumman)

Northrop Grumman [NOC] said on Feb. 23 that it has begun integration and test of the new ultra-wideband Electronically-Scanned Multifunction Reconfigurable Integrated Sensor (EMRIS) to enable military forces “to accelerate decision timelines and act collectively.”

The company has been developing EMRIS at the Linthicum Heights, Md., campus, which began operations as a Westinghouse site decades ago before its sale to Northrop Grumman in 1996 (Defense Daily, Nov. 2, 2022).

EMRIS’ “fully digital Active Electronically Scanned Array (AESA) utilizes technology from the Defense Advanced Research Projects Agency Arrays on Commercial Timescales (ACT) program combined with government open-architecture standards,” Northrop Grumman said on Feb. 23. “By applying the flexibility of a digital AESA, EMRIS can perform functions including radar, electronic warfare and communications simultaneously.”

“Multifunction apertures consolidate multiple functions into a single sensor, decreasing both the number of apertures needed and the size, weight and power requirements for the advanced capabilities,” the company said. “Sophisticated multifunction apertures like EMRIS can deploy several functions simultaneously…EMRIS was designed using common building blocks and software containerization allowing for rapid, cost-effective production. The sensor’s design leverages commercial processes and materials, including 5G tech base, driving down cost and increasing the quality and reliability of the components.”

Krys Moen, vice president of advanced mission capabilities at Northrop Grumman, said in a statement that EMRIS’ architecture “is easily scaled and reconfigurable, including a variety of mounting configurations, for a wide applicability across platforms and domains” and that EMRIS’ open architecture allows the rapid addition of “new or improved capabilities to increase performance while avoiding redesign.”

Northrop Grumman’s Advanced Technology Laboratory, a semiconductor test site and foundry, is also in Linthicum Heights, and the company builds the AN/APG-81 radar for the Lockheed Martin [LMT] F-35 fighter there, as well as the AN/SLQ-32(V)7 Surface Electronic Warfare Improvement Program (SEWIP) Block 3 for the U.S. Navy and the Multirole Electronically Scanned Array (MESA) radar for the Boeing [BA] E-7 Wedgetail that the U.S. Air Force and foreign nations are buying.

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 Northrop Announces Start of Testing for EMRIS Multi-Function Sensor appeared first on Avionics International.

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