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Archer and United Announce Plans for First Commercial eVTOL Route in Chicago

The second launch city for Archer’s eVTOL commercial operations—Chicago—was announced this week. (Photo: Archer)

Archer Aviation and United Airlines announced the first commercial route for eVTOL (electric vertical take-off and landing) aircraft—from Newark Airport to a heliport in downtown Manhattan—last November. Today, the companies announced another launch city: Chicago.

The route will connect Vertiport Chicago, the largest facility for VTOL aircraft in North America, with O’Hare International Airport. This trip could take an hour or more by car. In comparison, Archer’s eVTOL aircraft Midnight can make this journey in about 10 minutes.

Some of the partners that United and Archer are working with include the City of Chicago, World Business Chicago, Chicago Department of Aviation, the State of Illinois, and ComEd, along with Vertiport Chicago. They need to establish appropriate infrastructure in and around the city’s metropolitan area to ensure the safe integration of eVTOL operations in 2025.

According to Archer’s announcement, Vertiport Chicago—which is located in the Illinois Medical District near the Chicago Loop—was chosen for the route connecting the city center with the airport “because of its unparalleled convenience, access and service.”

Michael Leskinen, President of United Airlines Ventures, commented, “Both Archer and United are committed to decarbonizing air travel and leveraging innovative technologies to deliver on the promise of the electrification of the aviation industry.”

Chicago Mayor Lori E. Lightfoot remarked on the announcement, saying that Chicago is a place where technological innovation thrives. “This exciting new technology will further decarbonize our means of transportation, taking us another step forward in our fight against climate change. I’m pleased that Chicago residents will be among the first in the nation to experience this innovative, convenient form of travel.”

Archer’s production aircraft, Midnight, is the evolution of the demonstrator aircraft, Maker. (Photo: Archer)

Midnight, Archer’s production aircraft, was unveiled in November shortly after the company announced the first commercial eVTOL route between downtown Manhattan and Newark. Archer’s team hopes to receive certification from the FAA in late 2024. The vehicle will have a maximum range of 100 miles, although key routes will largely consist of 20-mile back-to-back routes, such as trips between city centers and airports.

The post Archer and United Announce Plans for First Commercial eVTOL Route in Chicago appeared first on Avionics International.

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Lilium’s Tech Demonstrator Hits Targeted Maximum Speed

Lilium’s tech demonstrator recently achieved the targeted maximum speed. (Photo: Lilium)

Earlier this month, eVTOL developer Lilium achieved a significant milestone. Its Phoenix 2 tech demonstrator aircraft hit the targeted maximum speed during a flight test—about 155 mph, or 136Kts (250+ km/h).

This week, Lilium released a video of the flight, which can be viewed below.

According to a spokesperson for the company, this achievement “is a big deal as it helps us to demonstrate stability and controllability of the aircraft and control software also in high speed.”

The spokesperson added that the achievement “helps us become one step closer to the certification of our conforming aircraft, by validating our models in the high-speed regime.”

The Phoenix 2 comes in for a landing after hitting its maximum speed during a flight test. (Photo: Lilium)

Last month, Lilium shared news of an agreement with with Collins Aerospace to design and develop the inceptors that pilots will use to control the Lilium Jet. “While integrating all conventional mechanical and electrical flight controls into two sidesticks, the Collins Aerospace system brings a new piloting philosophy for single pilot operations in the eVTOL realm,” according to the announcement.

Last fall, Lilium announced that its technology demonstrator achieved full transition from hover to wing-borne flight. The Phoenix 2 aircraft has been performing test flights in Spain since the spring of 2022, and the team first achieved a main wing transition flight in June.

Lilium has also successfully completed its second Design Organization Approval (DOA) audit by EASA. Lilium is working towards type certification of its eVTOL aircraft with both EASA and the FAA.

Lilium’s tech demonstrator Phoenix 2 passed an important milestone. The team has hit its maximum speed for the aircraft—136Kts, or 250+ km/h (155+ mph). (Photo: Lilium)

The post Lilium’s Tech Demonstrator Hits Targeted Maximum Speed appeared first on Avionics International.

Eve and Ferrovial to Explore Air Traffic Management for eVTOLs and Vertiports

Eve Air Mobility signed a Letter of Intent with Ferrovial Vertiports to explore the use of Eve’s air traffic management software solution to support vertiport operations and eVTOL services. (Photo: Ferrovial/Eve)

Eve Air Mobility and Ferrovial Vertiports intend to collaborate in evaluating the use of Eve’s air traffic management (ATM) solution for enabling advanced air mobility operations. These operations include electric vertical take-off and landing (eVTOL) aircraft as well as vertiports—where eVTOLs can take off, land, and recharge.

Ferrovial Vertiports is involved in the development of vertiport networks that support eVTOL operations. The CEO of Ferrovial Vertiports, Kevin Cox, shared in a recent interview with Avionics International that sustainability is part of its vertiport development strategy. “We are committed to innovation and to being part of a future of faster and greener mobility,” he explained. “We’re taking a global lead in vertiport development, creating sustainable, interconnected infrastructures for VTOLs.”

In addition to developing an eVTOL aircraft, Eve has created an agnostic software solution for urban ATM. The software is designed to support safe, reliable operations of eVTOL aircraft and vertiports.

Ferrovial Vertiports has previously entered into an agreement with another eVTOL developer, Lilium. In January 2021, the two companies announced that they will work together to build a network that includes at least 10 vertiports across the state of Florida.

The Letter of Intent signed by Eve and Ferrovial Vertiports this week confirms their shared commitment to the safe integration of urban air mobility operations on a global scale.

“Our goal is to build a series of agnostic vertiport networks across the United States and Europe and ensuring that we are utilizing an agnostic state-of-the-art Urban Air Traffic Management system will be key to achieving our ambitions,” said CEO Kevin Cox in the press release.

Andre Stein, co-CEO of Eve, also commented on the new agreement, saying, “Eve is more than an eVTOL manufacturer and we are working with companies like Ferrovial Vertiports to provide them with solutions that will allow these aircraft to operate safely and efficiently.”

Eve is planning to launch services of its eVTOL aircraft in both the U.S. and Brazil in 2026 following certification by Brazil’s aviation authority, ANAC, and the FAA.

The post Eve and Ferrovial to Explore Air Traffic Management for eVTOLs and Vertiports appeared first on Avionics International.

Avidyne and IS&S Reveal Helix Integrated Flight Deck

Avidyne Corporation and Innovative Solutions & Support (IS&S) announced the new Helix Integrated Flight Deck, a joint initiative that combines IS&S’s flat-panel displays with Avidyne’s Helios Flight Management Systems. (Photo: Avidyne)

Avidyne Corporation and Innovative Solutions & Support (IS&S) recently announced their brand-new Helix Integrated Flight Deck. Designed for turbine-class helicopters, this new system promises to bring more convenience and ease to helicopter operators across the industry.

Headquartered in Melbourne, Florida, Avidyne Corporation has designed and manufactured integrated avionics systems for the aviation industry for over 25 years. Avidyne mainly focuses on the development of integrated GPS and VHF navigation and communication systems.

IS&S acts as a systems integrator for the aviation industry by designing and manufacturing modernized and cost-effective flight navigation systems and instruments. Some of its products include integrated flat panel display systems, ThrustSense Autothrottle, flight management systems, and engine and fuel displays. Given the two companies’ complimentary focuses, the contributions of both to the Helix Integrated Flight Deck will allow it to bring some of the most updated technology to the flight decks of helicopters.

The Helix Integrated Flight Deck will utilize IS&S’s 10.4-inch flat-panel displays combined with Avidyne’s Helios Flight Management System, allowing significant improvements for the system’s capabilities. Some of Helix’s features, like 3D synthetic vision, electronic charts, and ADS-B weather will help pilots receive and understand flight data—all on large-format displays.

While this technology is modern compared to pre-existing systems in current air frames, Helix has applications to aircraft already in operation. As John Talmadge, Avidyne’s Vice President of Worldwide Sales, explained, “Avidyne and IS&S have put together a solution that is designed and targeted to extend the life of the large number of legacy helicopters still in operation, including the S-76C++, the Blackhawk, the AW109 and more. We are excited to be working alongside IS&S to develop Helix, which will give new life to these airframes at a cost that won’t break the bank, and that provides operators a whole host of new capabilities while dramatically improving reliability and dispatchability.”

The collaborative nature of the Helix Integrated Flight Deck extends well beyond the partnership between Avidyne and IS&S. Helicopter service company PHI MRO Services will act as a system integrator for Helix. The program will be certified initially in the S-76C++ helicopter, but PHI MRO will offer retrofits and additional support at their MRO sites across the world.

“We see the Helix system as a terrific upgrade solution for helicopter operators facing legacy avionics obsolescence issues, and who want to improve reliability and dispatchability of their fleet.” – Tom Neumann, President of PHI MRO Services (Photo: PHI MRO Services)

Tom Neumann, President of PHI MRO Services, demonstrated enthusiasm for their collaboration with Avidyne and IS&S, saying, “We are happy to have Avidyne and IS&S as avionics OEM partners for systems integration and support of their new Helix flight deck. We see the Helix system as a terrific upgrade solution for helicopter operators facing legacy avionics obsolescence issues, and who want to improve reliability and dispatchability of their fleet.”

While the Helix Flight Deck System is still pending certification, and certain details like pricing have yet to be revealed, Avidyne, IS&S and PHI MRO have shown confidence that this new system will help helicopter operators modernize their flight decks in a cost-effective manner.

The post Avidyne and IS&S Reveal Helix Integrated Flight Deck appeared first on Avionics International.

GE Aerospace Tests Next-Gen Rotor Analysis Diagnostics

GE Aerospace is testing the next-generation Rotor Analysis Diagnostic System (RADS) for civil and military operators which was designed to reduce pilot time and to save fuel. (Photo: GE Aerospace)

GE Aerospace recently announced the testing of its next generation Rotor Analysis Diagnostic System (RADS). This program, which is designed for application to both civil and military sectors of the aviation industry, will help operators by replacing its existing RADS-AT (Advanced Technology) and RADS-AVA (Aviation Vibration Analyzer) with a more modern diagnostic solution.

GE Aviation is an industry giant, designing and manufacturing jet engines, aircraft components, and various systems for both commercial and military applications. When combined with its joint ventures, the company has installed more than 40,000 engines on commercial aircraft and 26,000 on military aircraft. In addition to these products, the company has a worldwide service network to enhance their offering, all while maintaining a commitment to creating more sustainable flight.

The company’s latest news involves its popular RADS-AT and RADS-AVA systems. By now, over 5,000 units have been supplied for use on a wide range of over 200 rotorcraft in both civil and military settings, including models like the Airbus H125 (Eurocopter AS350), the Bell 412, the Boeing CH-47, the Sikorsky UH-60 Black Hawk, and the Leonardo AW139. The company claims that just one unit can support an entire fleet.

GE has begun testing and demonstrating an updated version of this system: the RADS-NG (Next Generation). This advanced system further evolves the 30 year-old product by offering a portable vibration diagnostics solution for operators. This system will be especially helpful in cases where permanent installation is not desirable or where existing systems need to be supplemented. The flexibility that comes with this system gives it a versatility that allows it to offer fixed-wing vibration tests for aircraft like the Lockheed C-130 Hercules.

This new system will provide many benefits for operators. As Steve Schoonveld, product director of Connected Aircraft for GE Aerospace, explains, “The upgraded Rotor Analysis Diagnostic System allows operators the ability to complete their rotor track and balance operations and diagnostics in fewer flights while significantly reducing flight and pilot time and saving fuel.”

Demonstrations for the new system have already begun, and GE hopes to begin deliveries in the fourth quarter of this year.

“The upgraded Rotor Analysis Diagnostic System allows operators the ability to complete their rotor track and balance operations and diagnostics in fewer flights while significantly reducing flight and pilot time and saving fuel.” – Steve Schoonveld, product director of Connected Aircraft at GE Aerospace (Photos: GE Aerospace)

The post GE Aerospace Tests Next-Gen Rotor Analysis Diagnostics appeared first on Avionics International.

CesiumAstro Jumps into IFC Market With New Phased Array Antenna

This week, CesiumAstro unveiled its new in-flight connectivity satellite communications terminal. Pictured above is a Ka-band IFC terminal installed on a commercial aircraft. (Photo: CesiumAstro)

CesiumAstro is jumping into the in-flight connectivity (IFC) market, unveiling a new multi-beam flat panel terminal for aviation on Monday, March 13. It is an active phased array that can support multiple Ka-band constellations for airborne commercial and defense markets.

CesiumAstro designs phased arrays for satellites. This is its first user terminal for the aero market.

With the multi-beam, phased array technology, the antenna is able to track multiple satellite beams for seamless handoffs to perform make-before-break connections, CEO Shey Sabripour told Via Satellite.

“This is a seamless handoff. One of the features of having a multi-beam antenna is that all of this is done electronically. It’s flat, you don’t have any connectivity issues when the aircraft banks or has turbulence. It automatically tracks the satellite, you don’t lose connectivity,” Sabripour said.

It can also connect to multiple satellites and multiple constellations at once, including Low-Earth Orbit (LEO) and Geostationary Orbit (GEO) at the same time. The back end of the array is software-defined, and it can be compatible with several different modems to be compatible with different constellations.

The company plans to demonstrate the antenna with Airbus this year. CesiumAstro was one company Airbus selected to build an IFC antenna prototype. The company plans to deliver its prototype to Airbus in a couple of months to be flown on a commercial aircraft demonstration later this year.

“Airbus R&T is committed to evaluating the latest technologies in the industry so that we can provide our customers best in class connectivity,” said Olivier Hauw, leading Fast Track Connectivity at Airbus, said in a press release. “CesiumAstro’s flat panel array technology is at the cutting edge, and we look forward to working together further.”

It is not an exclusive deal with Airbus, and Sabripour said CesiumAstro has also own government contracts to demonstrate the antenna for government applications.

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

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U.S. Air Force Decides on Engine Core Upgrade for F-35 Fighter

The U.S. Air Force has decided to move forward on Raytheon Technologies‘ Pratt & Whitney Engine Core Upgrade for the F-35 fighter and end the service’s Advanced Engine Transition Program. (Photo: Lockheed Martin)

The U.S. Air Force has decided to move forward on Raytheon Technologies‘ Pratt & Whitney Engine Core Upgrade (ECU) for the F-35 fighter and end the service’s Advanced Engine Transition Program (AETP), which received the Air Force-requested amount of $286 million last year.

The Air Force’s fiscal 2024 budget requests $245 million for ECU and increases research and development funding for an advanced engine for the Next Generation Air Dominance (NGAD) manned fighter.

Such NGAD advanced engine development—Next Generation Adaptive Propulsion (NGAP)—would receive $595 million in fiscal 2024, as opposed to $220 million appropriated by Congress last year, according to budget documents.

That $220 million appropriated for NGAP in fiscal 2023 was a nearly $153 million increase over the Air Force budget request (Defense Daily, Jan. 4).

Pratt & Whitney developed ECU, a block upgrade for the F135, with the objective of providing an affordable, low risk, and agile pathway to fielding meaningful propulsion capability for all F-35 customers. (Photo: Pratt & Whitney)

Five companies–General Electric, Pratt & Whitney, Boeing, Lockheed Martin, and Northrop Grumman–received contracts last year under an umbrella, $975 million effort for the prototype phase of NGAP.

Pratt & Whitney has said that it will be able to outfit 24 F-35 squadrons with ECU by 2030—seven squadrons in 2029 and 17 in 2030.

As part of AETP, General Electric proposed its XA100 Tri-Variant Adaptive (TVA) engine to accomodate the envisioned Block 4 weapons and other upgrades for the Lockheed Martin F-35.

Last October, 48 representatives urged DoD to invest in next generation, adaptive propulsion for fighters in a letter co-sponsored by Sens. Rob Portman (R-Ohio) and Sherrod Brown (D-Ohio) and Rep. Brad Wenstrup (R-Ohio).

In all, 13 of 16 Ohio representatives signed the letter.

General Electric’s GE Aviation subsidiary has its headquarters in Evendale, Ohio outside of Cincinnati.

GE has said that it began working with the F-35 Joint Program Office in the fall of 2021 on evaluating whether GE could alter the proposed XA100 for the U.S. Air Force’s AETP to fit on the U.S. Marine Corps F-35B.

“This [fiscal 2024] budget fails to consider rising geopolitical tensions and the need for revolutionary capabilitites that only the XA100 engine can provide by 2028,” GE said on March 13. The company said that continuing AETP would also acknowledge “the role competition can play in reducing past cost overruns.”

In addition, GE said that DoD has already spent $4 billion on AETP thus far and that ECU would not provide the improvements needed for the F-35 and provided by the XA100.

The company has said that it has verified $10 billion in savings for the XA100 through fuel efficiency, improved durability, and maintenance costs compared to the original program requirements

The $10 billion “is the net savings for AETP unique costs offset by fuel savings over the life of the program,” GE said. “This number was calculated as a contractual deliverable under AETP based on USAF provided assumptions. This is a conservative number and does not take into account savings that would be delivered through increased engine durability which reduces time to overhaul and unscheduled maintenance. Again, the XA100 delivers ready capabilities with real taxpayer lifetime savings, as our number is not calculated based on cost avoidance due to existing engine issues.”

GE said that it would advance development of the XA100 this year.

Since 2016, the Air Force has funded the AETP.

The F-35 program has said that while the XA100 TVA is based on the F-35A’s F135 engine the TVA would require an independent development program.

Air Force Secretary Frank Kendall said that the Air Force’s decision in fiscal 2024 to pursue ECU and end AETP for the F-35 was based on affordability and that the service may have pursued AETP for the fighter “if the [AETP development] cost had been lower.”

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

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Innoflight CEO Says Northrop Contract Represents “More Agile Approach To Space”

Northrop Grumman chose Innoflight as a strategic avionics supplier for the Space Development Agency (SDA) Tranche 1 Transport Layer (T1TL) program. (Photo: Innoflight)

San Diego-based Innoflight CEO Jeff Janicik said a contract with Northrop Grumman to provide avionics equipment for U.S. Space Development Agency (SDA) low earth orbit (LEO) space vehicles, announced this month, is the start “a lot more work in the future” on space-based communications for the aerospace technology firm.

“This is a very meaningful contract for Innoflight,” Janicik told Avionics International in an interview. “It’s validation of an original mission and vision of the company [founded in 2005], which [foresaw] the emergence of a smaller, more agile approach to space–the proliferated constellation, the resilient architectures. These are the things that coincide with the way we saw space solutions coming to prominence.”

Describing Innoflight’s capabilities, Janicik said: “We build space computers, we build advanced processors, we build storage and network processing, basically anything under the umbrella of space processors and computers.”

Northrop Grumman Strategic Space Systems was awarded a potentially $700 million prototype contract from SDA in February 2002 to research and develop 42 Tranche 1 Transport Layer (T1TL) satellite space vehicles to be ready for launch in 2024. Lockheed Martin and York Space Systems were also awarded T1TL space vehicle contracts by SDA.

SDA has said T1TL will be a “mesh network” of 126 LEO space vehicle satellites enabling “a resilient, low-latency, high-volume data transport communication system … [allowing for] global communications access and … persistent regional encrypted connectivity.”

Innoflight will deliver to Northrop S-band software-defined radios for Telemetry, Tracking and Control (TT&C) data links, Type-1 “bulk” and “mesh network” End Cryptographic Units (ECUs), network Internet Protocol (IP) routers with Multi-Protocol Label Switching (MPLS), network Ethernet switches, flight processors with on-orbit data storage and precision navigation timing.

Deliveries of some equipment will start as early as this spring, Janicik said.

Janicik noted the LEO communications network being planned by SDA is “very similar to the way terrestrial networks work, especially when you start looking at wireless aspects,” he explained. “There are some more advanced networking protocols used in space. The challenge is you’ve got greater distances, either in space or [from space] to the ground.”

Janicik said security will be a key function of the equipment Innoflight is providing to Northrop. “You have to secure these connections,” he noted. “You have to authenticate the different nodes and that is done through the electronics. The challenge is interoperability, the same as it was when terrestrial wireless networks started becoming more common when WiFi was established.”

Janicik said supply chain bottlenecks are a barrier to be overcome by Innoflight and other avionics suppliers. “Organizations like the Space Development Agency recognize that,” he explained. “But when you get to large quantities [of parts], it’s a large risk for our company. We’re still a small-size company, but it’s a risk for even the big suppliers in space technology. And in some cases, we’re going up against the automotive industry and computer industry [for parts], depending on what kind of class of parts you’re talking about. So, everyone’s vying for those parts.”

Because of supply chain delays, the Innoflight CEO said it is critical for space avionics suppliers to know “what’s coming down the pipeline” as far in advance as possible. “That’s the tough part—knowing exactly what’s coming down the pipe and what needs to be built,” Janicik said. “You don’t really know that until the requirements are set. It’s a little bit of a challenge.”

The value of the Northrop-Innoflight contract was not disclosed.

The post Innoflight CEO Says Northrop Contract Represents “More Agile Approach To Space” appeared first on Avionics International.

Updates from Sikorsky at HAI Heli-Expo 2023

President Paul Lemmo and Vice President of Global Commercial and Military Systems Leon Silva spoke during a press conference at HAI Heli-Expo 2023 to share some updates from the past year as well as some of the innovations they see going forward.

Sikorsky Aircraft celebrated its 100th anniversary on March 5, just before the start of this year’s HAI Heli-Expo event in Atlanta. President Paul Lemmo and Vice President of Global Commercial and Military Systems Leon Silva spoke during a press conference to share some updates from the past year as well as some of the innovations they see going forward.

One of the highlights mentioned was that more than 3,000 lives were saved with Sikorsky aircraft in 2022. The company also delivered 95 helicopters last year across their commercial and military portfolio. Lemmo shared that he is most proud of the fact “that we had three of our platforms that were in development together that all went through successful Initial Operational Test and Evaluation, and achieved IOC—initial operational capability—with their respective services.”

These three platforms were the VH-92A, the CH-53K, and the Combat Rescue Helicopter. “The CH-53K lifted a Black Hawk that had been downed in the high-altitude mountains of California at about 12,000 feet,” Lemmo remarked. He also mentioned that the CH-53K successfully lifted an F35 helicopter.

The Combat Rescue Helicopter (Photo: Sikorsky)

The Combat Rescue Helicopter went through its IoT in mid-2022 and was declared IOC early fall. “I’m not sure how many helicopter companies can put two or three major programs through development simultaneously and achieve IOC,” Lemmo said. “That’s a pretty amazing accomplishment if you understand how complex these machines are, and the development that we go through.”

He commented that although they accomplished a great deal in the past year, they were disappointed in the decision on the Future Long-Range Assault Aircraft (FLRAA) program.

“We continue to push forward with X2—we believe that this delivers some revolutionary capability and speed, range, maneuverability, and survivability,” Lemmo said. “We think it’s a great fit for the Future Attack Reconnaissance Aircraft (FARA) program. We remain deeply involved in that competition.”

He noted that they continue to fly the S-97 Raider which provides value for further developments. “It’s a testament to an experimental aircraft that we’re still able to fly this aircraft,” he stated. “It serves as a testbed for all of our X2 activities. It’s 80% of the scale of our Raider X aircraft, so every time we fly this, whether it be for a customer demonstration, or an engineering test—of which we’re still doing many—it continues to build our confidence in the digital model that we have for Raider X.”

Raider X is 95% complete, he revealed, having been 92% complete as of last October. The team hopes to install the Improved Turbine Engine Program (ITEP) soon, and begin ground and flight testing this year.

The International Twin, a larger-scale concept than the Raider X, is a dual-engine based on X2 technology and is primarily intended for the international utility market at the moment. “We are working collaboratively with Leonardo on a study for the Italian government to see how X2 fits into their next-generation fast helicopter program and meets their requirements,” Lemmo added. “We’re also closely watching the next-generation rotorcraft capability that’s being developed by NATO. There’s a lot of studies going on that we’re participating in. We certainly think that that X2 fits very well with a number of the requirements that they have.”

Another recent achievement by Sikorsky is the delivery of 5,000 Hawk variants, which was celebrated in January. “This aircraft continues to thrive in the market,” Lemmo said. “In Australia, we recently were awarded a contract for 40 Black Hawks worth nearly $2 billion. Australia is in the process of tripling their Hawk population from 23 aircraft to 76.”

“The multi-mission UH-60M Black Hawk provides the Australian Army with critical capabilities that will strengthen Australia’s readiness, interoperability and security for decades to come.” – Paul Lemmo (Photo: Sikorsky)

“We’re also looking at putting a modular open systems architecture backbone on the aircraft and cockpit to take it into 21^st-century warfare capabilities and be able to interoperate with future vertical lift aircraft,” explained Lemmo.

“We also were looking at [incorporating] a digital vehicle management system—think of that as a fly-by-wire capability—so that we can implement our matrix capability. We’ve seen that fly on a Blackhawk, and we know that the Army has interest in the contested logistics mission of potentially using some of those capabilities for an unmanned Black Hawk. There is a lot to come from the Black Hawk fleet from a modernization perspective, and we are continuing production both domestically and internationally.”

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PLANA Signs MoUs with LG Uplus and Jeju Air

PLANA signed an MoU last month with LG Uplus to conduct joint research on 5G/LTE-based avionics data communications for urban air mobility (UAM). PLANA also announced the signing of an MoU with Jeju Air, the largest South Korean low-cost airline, earlier this month. They will work together to create an advanced air mobility ecosystem. (Photo: PLANA)

Hybrid eVTOL manufacturer PLANA signed an MoU last month with LG Uplus to conduct joint research on 5G/LTE-based avionics data communications for urban air mobility (UAM). They will collaborate on the development of technologies to enable UAM aircraft to communicate operational data to each other and to traffic management platforms.

A 5G network would ensure a greater level of safety for high-density traffic involving UAM aircraft like eVTOLs, particularly between altitudes of 1,000 and 2,000 feet.

“It is quite a meaningful moment for LG Uplus to start a collaboration with PLANA, a Korean hybrid eVTOL startup, which offers intracity to intercity flight operations,” commented head of corporate service development lab of LG Uplus, Youngseo Jeon. “We plan to maximize the safety of UAM’s operation and passenger convenience through deploying 5G/LTE technologies to UAM.”

PLANA signed a MoU with Jeju Air, Korea’s leading low-cost carrier, to explore the AAM ecosystem. (Photo: PLANA)

PLANA also announced the signing of an MoU with Jeju Air, the largest South Korean low-cost airline, earlier this month. They will work together to create an advanced air mobility ecosystem.

The Ministry of Land, Infrastructure, and Transport is conducting its Korean Urban Air Mobility (K-UAM) Grand Challenge in the second half of 2023. PLANA and Jeju Air plan to cooperate in the first phase of this challenge. The companies also intend to work together for the training of industry workers, including pilots, and for AAM-related Air Operator Certificate (AOC) qualification standards.

“We will be able to provide clients the unique experience of long-distance flying services with over 500 kilometers flight range, which has become PLANA AAM’s competitive edge,” remarked Braden J. Kim, CEO of PLANA, on the partnership with Jeju Air.

The airline’s CEO, Kim E-bae, shared that their expertise will be valuable for creating a stable business model for AAM services. Jeju Air will be able to expand its business model beyond UAM operations through its work with PLANA.

The hybrid eVTOL developer plans to demonstrate a pure battery-based scale model of its aircraft by conducting the first flight this year. PLANA also intends to open an office in the U.S. by the end of 2023 to collaborate more closely with the Federal Aviation Administration.

The former vice president of the Advanced Defense Technology Research Institute (Korean DARPA) at the Agency for Defense Development (ADD), Dr. Taekyu Reu, joined PLANA as a senior vice president of aircraft configuration engineering, the company announced this week. Other experts employed at PLANA have previous experience at Airbus, Collins Aerospace, Hyundai Motor, and Honda, among other leading OEMs and companies.

Dr. Taekyu Reu (Photo: PLANA)

PLANA selected an electric powertrain supplier, Electric Power Systems, for its hybrid-electric aircraft last October. The eVTOL developer also concluded its pre-series A funding round last fall with a total of $9 million USD, bringing total investment in PLANA to about $10 million. FuturePlay, Kibo Technology Fund, Schmidt, DSC Investment, Shinhan Asset Management, Dt& Investment, Industrial Bank of Korea, and Xenoholdings Asia all participated in the pre-series A fundraising round.

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