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Former Intel Engineer to Lead Daedalean Launch of US Operations for Autonomous Avionics

Dr. Yemaya Bordain will serve as the president of U.S. operations for Daedalean, the Swiss developer of artificial intelligence software for aircraft systems. (Photo courtesy of Daedalean)

Daedalean, a Switzerland-based developer of artificial intelligence and machine learning software for avionics systems, has launched its first operations outside of Europe with a new office in Phoenix, Arizona. Dr. Yemaya Bordain will serve as president of Daedalean’s Americas business after spending the last seven years as an aerospace engineer and global sales director at Intel.

The launch of Daedalean’s first American office joins their existing Zurich and Latvia locations. According to emailed statements provided to Avionics International, the Phoenix office will focus on business development activity for U.S.-based partners and customers while manufacturing and engineering activities will continue at their headquarters in Switzerland.

“Daedalean is leading the charge in creating a world where we’ll be keeping up with the Jetsons as we skip over traffic jams in autonomous and situationally-aware aircraft,” Bordain said in a statement. “I am so thrilled to be joining their pioneering team. It is an exciting challenge to play a key role in achieving this future.”

Bordain’s previous experience includes co-architecting the “first Intel-based commercially-available offering in safety-critical avionics,” according to her personal website. She also managed partnerships between Intel and some of the aerospace industry’s largest electronics suppliers including Lockheed-Martin Corporation, Collins Aerospace, Indra Sistemas, and Mercury Systems.

Bordain joins co-founders of Daedalean Luuk van Dijk—left—and Anna Chernova right to lead the U.S. operations of the company. (Photo courtesy of Daedalean)

Her experience at Intel adds to the list of engineers running Daedalean that have worked at some of the largest Silicon Valley-based companies. Dr. Luuk van Dijk, one of the company’s two co-founders, previously worked on senior software engineering projects at Google Zürich and SpaceX. Anna Chernova, the other co-founder and a pilot, also previously worked as a qualitative analyst for Google.

Over the last year, Daedalean has been focused on its ongoing collaboration with Florida-based avionics manufacturer Avidyne to develop the PilotEye cockpit vision system. PilotEye is being developed by the two companies to leverage the use of Daedalean’s neural network to replicate the decision-making, hazard avoidance, and situational awareness skills of a human pilot.

“As far as we know, this will be the world’s first certified system for civil aviation with a non-trivial safety case that has a machine-learned component for AI assistance to a human pilot,” Chernova said, commenting on the opening of their first U.S. office. “It’s more than yet another instrument: it can see and interpret the visual scene beyond human vision and capability.”

The Avidyne-Daedalean PilotEye system onboard a test aircraft (Photo courtesy of Daedalean)

Avidyne submitted a supplemental type certification/technical standard order (STC/TSO) application to the Federal Aviation Administration and European Union Aviation Safety Agency (EASA) for PilotEye in December last year. So far, while still working on obtaining certification for the system, they have received an Issue Paper for the system from the FAA and a Certification Review Item from EASA.

In May, the FAA’s Aviation Research division jointly with Daedalean published a 137-page technical report “Neural Network Based Runway Landing Guidance for General Aviation Autoland,” outlining how the W-shaped Learning Assurance process can meet FAA intent for certification and development processes, as well as inform future policy.

Outside of their work with Avidyne, Daedalean completed a series of flight tests with Eve earlier this year to evaluate the use of their autonomous flight control software on future electric vertical take-off and landing (eVTOL) aircraft. Since its founding in 2016, Daedalean has disclosed $72 million in financing and currently has a team of more than 90 people with expertise in “machine learning and computer vision, aviation-grade software engineering, flight testing, safety assessment, and certification,” according to their website.

The post Former Intel Engineer to Lead Daedalean Launch of US Operations for Autonomous Avionics appeared first on Aviation Today.

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Fototerra Upgrades Embraer EMB-110 Antenna to Improve Airborne Surveillance of Brazilian Coastline

Fototerra is upgrading its special missions Embraer EMB-110 aircraft, pictured here, with Satcom Direct’s Plane Simple Ku-band antenna system. (Photo courtesy of Satcom Direct)

Fototerra, the Texas-based special missions fleet operator, is upgrading the antenna featured on its Embraer EMB-110 aircraft that specialize in flying geographic data capture missions for Brazilian oil and gas companies. The antenna currently featured on the EMB-110 will be replaced with the Satcom Direct (SD) Plane Simple antenna—a Ku-band system first launched on several Gulfstream aircraft models earlier this year—according to an announcement made by the company at the Latin American Business Conference and Exhibition (LABACE) occurring in Sao Paulo, Brazil, this week.

Satcom Direct has partnered with Pro Aero, Brazil’s largest civil aviation certification company, and Jazz Engenharia Aeronáutica, a Brazilian aircraft maintenance provider and re-seller of SD’s technologies. Fototerra’s modification of the EMB-110 will also mark the first installation and operation of the new Plane Simple antenna on a special mission aircraft after its debut on an unnamed Gulfstream operator earlier this year.

Jazz Sales Director, Felipe Nardi, commenting on the upgrade, said Plane Simple will “replace current micro-wave technology which Fototerra uses to monitor the maritime coast on behalf of the oil and gas industry. The existing technology requires Fototerra to stay near the coastline to communicate images effectively. Once we’ve installed the terminal, this limitation will be removed.”

Upon replacing the EMB-110’s existing antenna system, the modification will attach the 12-inch Plane Simple antenna to the top of the twin-turboprop in the center of the aircraft’s fuselage. Separately, a modem, the second of the Plane Simple system’s two line replaceable units (LRUs), will be installed inside the aircraft cabin.

The Plane Simple Ku-band tail mount antenna was confirmed qualified for Ku-band service activation by Intelsat in January. (Photo courtesy of Satcom Direct)

“Most of the antenna systems available for business jets today have four to five LRUs and are variants of systems developed for airliners that have been aligned to business jets,” Satcom Direct President Chris Moore said, during an interview with Avionics International about the new antenna system earlier this year.

Connecting the special missions flights operated by Fototerra’s EMB-110 to Intelsat’s FlexExec Ku-band satellite network will provide enough bandwidth for the aircraft to transmit “hyperspectral images, lidar data, radar data, and infrared, ultraviolet, thermal, and fluorescence techniques” in real-time to Fototerra’s servers and on to their customers as requested.

“We have been waiting for this capability for a long time and are enthusiastic about completing missions with the technology in place,” Gulherme Pinho, CEO of Fototerra, said in a statement commenting on the Plane Simple upgrade.

Jazz Engenharia Aeronáutica, the Brazilian MRO provider, is completing the upgrade of the Plane Simple antenna on the aircraft now and expects to re-deliver the upgraded EMB-110 to Fototerra by the end of next month.

The post Fototerra Upgrades Embraer EMB-110 Antenna to Improve Airborne Surveillance of Brazilian Coastline appeared first on Aviation Today.

US Air Force Awards eVTOL Pilot Training Requirements Contract to Aptima

Aptima was awarded a contract by the U.S. Air Force to evaluate the requirements for eVTOL pilot training. (Photo: BETA Technologies)

This week, it was announced that the U.S. Air Force has awarded a new contract to a company called Aptima. The contract will support development of pilot training specifically for electric vertical take-off and landing (eVTOL) aircraft operation.

Aptima is a company that engineers solutions to improve individual performance in technology-intensive environments. The team will work with the Air Education and Training Command’s Detachment 62 (Det 62) to determine the requirements for eVTOL pilot proficiencies and training as part of the contract awarded by the U.S. Air Force (USAF). Det 62 supports the AFWERX Agility Prime program, and it will drive certification standards and development of curricula for eVTOL pilots.

In fulfilling the USAF contract, Aptima will work to assess pilot competency requirements, “including how pilots learn and perform on eVTOL platforms that have varying levels of automation,” according to the announcement. Aptima’s Samantha Emerson, project manager for the contract, noted that experienced and novice pilots both possess unique skills. “We’ll assess how these differences affect performance in aircraft with various levels of automation,” Emerson explained.

“The learnability study will help us not only understand the baseline pilot skills and competencies needed for proficient eVTOL flight, but also the impact of automation on pilot performance,” she added.

Some research referenced by Aptima suggests that pilots with more experience experience greater difficulty in learning to operate aircraft that are highly automated. In comparison, novice pilots are less likely to “overcontrol” the aircraft, and will instead let the automation control the vehicle.

Emerson commented that highly experienced pilots may even have to unlearn certain concepts or skills and go through re-training in order to operate aircraft with higher levels of automation and augmentation.

Aptima has previously developed technologies in collaboration with the Air Force Research Laboratory (AFRL) to measure, analyze, and optimize pilot performance. One of the technologies is called PETS, or Performance Evaluation Training System, that collects data from flight simulators and produces objective measurements of performance.

The findings that result from this USAF contract will contribute to Det 62’s efforts to test and evaluate its assumptions regarding eVTOL pilot training. According to Aptima, “The findings could also influence how aircraft manufacturers design platforms in the future as we discover which aspects of flight benefit most from improved automation.”

The post US Air Force Awards eVTOL Pilot Training Requirements Contract to Aptima appeared first on Aviation Today.

Vertical Aerospace Releases Q2 Financial Results, Plans for Hover Testing

Vertical Aerospace published a letter to shareholders this week reporting the company’s results from the first six months of 2022. Vertical finished building the full-scale VX4 eVTOL prototype which will be used for flight testing soon. (Photo: Vertical Aerospace)

Vertical Aerospace, designer and manufacturer of the VX4 electric vertical take-off and landing (eVTOL) aircraft, provided company updates in a letter to shareholders this week, including plans to perform a series of tethered hover flight tests as soon as the UK’s Civil Aviation Authority grants the company a piloted permit. The tethered hover tests are important for demonstrating the aircraft’s stability during take-off and landing as well as confirming performance of flight control systems and batteries. Vertical’s entry into service of the VX4 is targeted for 2025.

Following a series of taut and loose tethered hover flights, Vertical Aerospace will perform untethered flight tests, including multi-axis maneuvers, at up to 50 feet in altitude. According to the company, these flight tests will “continue to expand the flight envelope, testing stability and control, the flight control system, propeller to propeller interactions, loads, vibrations and system operation during low speed transition.”

The next objective is to demonstrate transitions between hover and wing-borne cruise, at altitudes of 5,000 to 10,000 feet, and at speeds of up to 145kts. Transition flights will validate the vehicle’s aerodynamics, structure, powertrain, and flight control systems.

Vertical’s founder and CEO Stephen Fitzpatrick remarked on the company’s performance in the first half of 2022, noting, “In the last quarter, we have expanded our pre-order book to more than 1,400 and announced new VX4 applications in emergency medical services, cargo and business aviation, with Babcock and FLYINGGROUP.”

The VX4 is a piloted, four-passenger eVTOL aircraft that is expected to have a top speed of 200 mph and a range of 100+ miles. (Photo: Vertical Aerospace)

Vinny Casey, Chief Financial Officer at Vertical, commented in the letter to shareholders: “During the first half of 2022 we invested in the build of the VX4 Prototype, the development of our test and certification activities and in the people, systems and processes to support the company.”

Key takeaways from the company’s financial results are a net operating loss of £39 million for the first six months of 2022, as well as cash and cash equivalents of £158 million, which it expects to cover funding of operating expenses and capital expenditure requirements for the next year or more. This month, Vertical also established an equity subscription line with global financial services group Nomura. This enables the eVTOL developer to issue up to $100 million in new ordinary shares.

Vertical expects net cash outflows for the second half of 2022 used in operating activities to total £40 to £50 million.

In the first half of 2022, Vertical’s achievements included completion of the full-scale VX4 prototype build, along with a series of ground tests. Vertical completed 90% of the build by the end of March. According to the company’s letter to shareholders, the team expects to begin flying in the coming weeks. During the second quarter, Vertical also “secured concurrent validation of the VX4 between EASA and CAA on the same SC-VTOL certification basis.”

The VX4 is a full-scale prototype that will conduct much of its flight testing with a pilot present in the cockpit, according to the Q2 shareholder letter. “Qualifying a vehicle for piloted flight is a much bigger challenge than flying with remote controls. This requires the UK’s Civil Aviation Authority (CAA) to perform a detailed review before signing off our airworthiness and issuing us with a piloted permit to fly,” according to Vertical. The prototype has completed ground-based testing such as vibration tests, lift load tests, and propeller thrust tests in order to confirm that the prototype meets the design specifications.

Other highlights from this year included a strategic partnership with Molicel, a company that will supply high-power cylindrical format cells for the battery pack of Vertical’s VX4. And American Airlines recently agreed to pre-pay for 50 of Vertical’s eVTOL aircraft. The airline entered into a $1 billion agreement with Vertical last year to purchase up to 250 of the VX4 aircraft and an optional 100 additional aircraft. American also made plans to invest $25 million in the eVTOL developer at the time.

Vertical entered into an agreement with Hanwha Aerospace this year to develop electric actuators that will be integrated into the VX4. The actuators will provide tilt and pitch control for the eVTOL’s four forward propellers as well as aerodynamic control surface actuation on the V-tail and wing.

The post Vertical Aerospace Releases Q2 Financial Results, Plans for Hover Testing appeared first on Aviation Today.

NASA and FAA Administrators Discuss Advanced Air Mobility at White House Summit

The White House summit on advanced air mobility featured discussions about drones and electric air taxis or eVTOLs, like the one pictured above. (Photo courtesy of Joby)

According to Billy Nolen, Acting Administrator of the Federal Aviation Administration, two companies developing electric vertical take-off and landing (eVTOL) aircraft expect to earn FAA certification of their vehicles as early as 2024. He shared numerous insights about the FAA’s approach to advanced air mobility and ensuring safety for the aviation industry during a keynote presentation at a summit hosted by the White House last week. Nolen added that in addition to supporting certification for eVTOL aircraft, another priority of the FAA is working to enable routine drone operations that can be carried out beyond the line of sight of a visual observer.

Joby Aviation’s team expects to start operations of their eVTOL aircraft in 2024. Joby is pursuing certification of its eVTOL with the FAA, and an announcement last month from the company shared that the eVTOL developer has also applied for certification in the U.K. Joby’s second-quarter earnings call will take place this week on August 11.

Another major eVTOL developer, Archer Aviation, announced in July that it has successfully completed “all of its ‘critical azimuth’ flight tests, marking the completion of the second of three key phases of flight testing,” according to the company. “The purpose of these tests are to validate the crosswind capabilities of Archer’s eVTOL aircraft configuration and flight control systems.”

Archer’s flight test campaign has quickly shifted to focus on expanding forward flight speed towards full transition. The company expects to achieve certification of its aircraft in 2024 and launch operations shortly thereafer.

JoeBen Bevirt, Founder and CEO of Joby Aviation, remarked on the amazing transformative potential of AAM during his presentation. “That potential, the economic benefits of that, the productivity that it brings, the access that it brings are really exciting,” he said.

A panel discussion on the benefits of AAM, featuring Joby’s JoeBen Bevirt, pictured above seated on the left

“There are a number of key pieces that make all of this possible. Electric propulsion is at the core of that,” according to Bevirt. “Electric propulsion gives us the ability to think differently about aircraft design.” This means manufacturing aircraft that are safer, quieter, and less expensive, with next-generation capabilities.

Bevirt commended NASA, the U.S. Air Force’s AFWERX/Agility Prime program, and the White House’s OSTP (Office of Science and Technology Policy) for their support of the growing AAM industry. The success of AAM in the U.S., he claimed, is vital for the country to continue playing a leadership role in aviation.

Senator Bill Nelson, NASA Administrator, shared comments on NASA’s commitment to advanced air mobility (AAM). The overarching vision is to support the safe development of new air transportation systems. He poses the questions, “How do we move people and cargo between places previously not served, or underserved? How do we utilize revolutionary new aircraft?”

One area of great potential for AAM is assisting firefighters and first responders in hard-to-reach areas. Climate change means that extreme weather events and wildfires are happening more frequently, explained Nelson. As of Monday, August 1, he noted, there were 53 wildfires currently active in the U.S. “These [AAM] aircraft can be a game-changer for emergency response and rescue operations.”

Unmanned aircraft systems, or UAS, can be used to monitor a wildfire’s size and location, enabling a more effective firefighting approach. eVTOL aircraft that can carry passengers can be used for quickly transporting individuals out of a region with an active fire or other natural disaster.

Senator Bill Nelson delivered a keynote presentation about NASA’s commitment to advanced air mobility at the White House summit.

NASA’s research and industry collaboration focuses on four core areas related to AAM. These areas include noise abatement, airspace integration, autonomy, and safety. Nelson mentioned that they invite contributions from industry stakeholders through open forums like the AAM ecosystem working groups. Insights from stakeholders inform NASA not only on what is possible but what is required for the future of AAM.

“Humanity is on the cusp of a new era of aviation,” he said. “This era cannot happen on its own. We must choose to make it so. We have the resources. The question is, together do we have the will? I believe we do.”

Billy Nolen, Acting Administrator of the Federal Aviation Administration, delivered a keynote presentation during the White House summit, emphasizing the importance of public acceptance with new technologies like electric vertical take-off and landing (eVTOL) aircraft and with increasingly autonomous aircraft.“If the public is not confident in their safety, then the benefits may never be realized,” he said.

The FAA continues to work closely with the aviation community to ensure operational safety. For new AAM technologies, Nolen said, “our mission is to constantly advance our outstanding level of safety, without stifling the innovators. We aim to be a gateway, not a hurdle.”

FAA officials are collaborating with NASA, Homeland Security, Defense, and other agencies to support its comprehensive integration strategy for drones and other AAM vehicles. For drones, one of the FAA’s priorities is implementing standard rules for beyond visual line of sight (BVLOS) operations. Nolen shared that the agency works closely with the drone community to make routine BVLOS missions scalable and economically viable.

“By 2025, we could have a total of more than 2.6 million commercial and recreational drones flying in our airspace, according to FAA forecasts,” he stated. “It’s critical that we have a standard set of rules for operations beyond visual line of sight. This would enable operations for things like routine package deliveries, infrastructure inspections and agriculture spraying and inspection.”

The FAA has been working with the Choctaw Nation of Oklahoma, and multiple other organizations as well as the states of Kansas and North Dakota, as part of an integration program called BEYOND. The program enables the FAA to “learn about and address state and local government concerns about drone operations—concerns related to safety, security, noise, and privacy.”

The agency has also entered into partnerships with more than 20 companies with the goal of advancing complex drone operational capabilities safely, Nolen shared. One of these partnerships is with Xcel Energy; the FAA is supporting inspections of power transmission lines conducted via unmanned aircraft.

In addition to advanced drone technology, electric air taxis, or eVTOLs, are a game changer for the AAM industry, Nolen believes. These aircraft not only promise more efficient personal transportation, but they will also be used for a range of applications such as firefighting, search and rescue operations, and transporting cargo.

“eVTOL technology is on its way,” remarked Nolen. “In fact, two companies expect to earn FAA certification of their vehicles as early as 2024.”

“We’re looking at every aspect of this enterprise—the vehicle itself, the framework for operations, access to the airspace, operator training, infrastructure development, and community engagement,” he said. “In other words, it’s not just about air taxis. It’s also about everything necessary to support air taxi flights.”

“We’re modifying our regulatory approach to enable powered lift operations including the certification of powered-lift vehicles and the pilots who operate them,” shared Nolen. “Longer-term, the agency plans to continue to develop permanent regulations to safely enable powered-lift operations and pilot training and certification.”

One of the challenges considered by the FAA is the integration of increasingly autonomous vehicles. Pilots operating conventional aircraft have to communicate with air traffic controllers, Nolen mentioned. “What if the software that enables an autonomous vehicle to remain aloft also allows it to safely separate itself from other aircraft?” he ponders.

Nolen recently met with multiple aviation officials in government and industry, and he reports that he was encouraged by AAM aircraft manufacturers—who “are moving through their home country’s certification process and now asking their American or U.K. counterpart for validation.”

The FAA is partnered with the National Aviation Authorities Network that includes the U.K., Canada, Australia, and New Zealand with the goal of aligning processes for certification and standardizing requirements for these new types of aircraft.

The post NASA and FAA Administrators Discuss Advanced Air Mobility at White House Summit appeared first on Aviation Today.

American Airlines Invests in Hydrogen-Electric Engine Developer ZeroAvia

American Airlines announced an investment into ZeroAvia as well as its intent to order up to 100 hydrogen-electric engines from ZeroAvia. (Photo: ZeroAvia)

In an Aug. 3 announcement, American Airlines and ZeroAvia shared news of a Memorandum of Understanding (MOU) in which American can order up to 100 of ZeroAvia’s hydrogen-electric engines. The airline is also investing in ZeroAvia’s innovative technology that could play a key role in advancing sustainable aviation, said Derek Kerr, Chief Financial Officer at American, commenting on the announcement. “We are excited to contribute to this industry development and look forward to exploring how these engines can support the future of our airline as we build American Airlines to thrive forever,” Kerr remarked.

ZeroAvia’s hydrogen-electric powertrain is designed to provide emission-free power for regional jet aircraft. The company’s ZA2000-RJ powertrain model is expected to launch commercially in the late 2020s. ZeroAvia’s team is working towards certain type certifications of its propulsion technology, including a 600kW powertrain designed for entry into service in 2024.

Val Miftakhov, founder and CEO of ZeroAvia, also commented on the announcement, expressing their excitement regarding American’s investment and the airline’s confidence in ZeroAvia’s potential. According to Miftakhov, the company’s primary focus is delivering sustainable travel. “Having support from the world’s largest airline is a strong indication of the progress we’re making on the development of hydrogen-electric, zero-emission flight,” he stated.

ZeroAvia secured $35 million in investments from United Airlines and Alaska Air Group at the end of 2021, bringing the total investment in the company to $115 million as of mid-December 2021. Other investors included AP Ventures, Horizons Ventures, Shell Ventures, Breakthrough Energy Ventures, Summa Equity, and Amazon’s Climate Pledge Fund.

July marked the signing of an MOU between ZeroAvia and Ravn Alaska, which included an order for 30 of the ZA2000 powertrains. Ravn intends to retrofit its fleet of De Havilland Dash-8 with ZeroAvia’s engines. The 2–5 megawatt ZA2000 modular powertrain is compatible with turboprop planes of 40 to 90 seats.

In June, ZeroAvia signed an agreement with MONTE Aircraft Leasing. The two companies will partner to offer aircraft leasing and financing solutions to operators. MONTE will also purchase up to 100 of the ZA600 powertrains for use on Cessna Caravan, DHC-6 Twin Otter, Dornier 228, and HAL-228 aircraft.

ZeroAvia also expanded an existing agreement with MHI RJ Aviation Group back in April 2022. The companies had signed an MOU at the end of 2021, and following the April announcement, MHIRJ agreed to provide engineering services and aircraft integration to support ZeroAvia’s certification of its engines.

Enabling sustainability in aviation is a priority for both American and ZeroAvia. A new partnership was formed between the hydrogen-electric engine developer and ZEV Station, a hydrogen fueling firm, earlier this year to construct infrastructure for green hydrogen refueling at airports in California. ZEV Station and ZeroAvia signed an MOU that included plans to collaborate for development of an initial project to prove the feasibility of hydrogen-electric propulsion systems.

The post American Airlines Invests in Hydrogen-Electric Engine Developer ZeroAvia appeared first on Aviation Today.

Computer Chip Testing Delays Gogo 5G In-Flight Connectivity Launch to 2023

Gogo CEO Oakleigh Thorne reported a 5G computer chip testing issue during their quarterly earnings call on Friday. (Photo courtesy of Gogo Business Aviation)

Gogo CEO Oakleigh Thorne, during a second quarter earnings call Friday, said the expected fourth quarter launch of their next generation 5G in-flight connectivity (IFC) service could be delayed until mid-2023 due to testing associated with a computer chip being developed by one of their key suppliers.

Thorne said Gogo received the report of testing issues from Airspan, the company making the computer chip for its X3 onboard computer on Tuesday, with the executive noting that he had been preparing to announce fourth quarter availability of their entire 5G shipset for today’s earnings call. The chip testing delay update comes after a record-setting second quarter financial performance for Gogo with revenue increasing to $97.8 million, up 19% from the same period a year ago.

“The manufacturer of our 5G chip has just notified us of a new issue in late stage testing, which could delay ramping up to full production volumes until mid-2023,” Thorne said Friday.

Although caused by different factors, this is the latest computer chip related delay for Gogo’s 5G network. In March 2021, for example, Thorne discussed a delay in the launch of the service due to supply chain shortages.

The computer chip being developed by Airspan provides processing inside Gogo’s X3 line replaceable unit, pictured here. (Photo courtesy of Gogo)

Airspan is one of three key 5G technology suppliers for Gogo’s 5G connectivity. The end-to-end structure of Gogo’s 5G IFC network includes the following aircraft and ground-based elements:

Gogo’s Avance L5 and X3 Line Replaceable Units (LRUs)
Cisco’s 5G cloud computing service
Airspan’s Air5G base station and antenna arrays
First RF’s multiband antennas

The ground infrastructure for Gogo’s 5G network is supported by upgrades to 150 of its existing 250-tower 3G/4G network. The 5G network is using an unlicensed spectrum in the 2.4 GHz band, and Gogo has already reported connection speeds on average of up to 25 mbps on flight testing of the existing network. A total of 95 towers have been upgraded so far, according to Thorne.

Every individual airborne hardware and software component of Gogo’s 5G-enabling connectivity equipment has achieved FAA certification. However, Airspan’s reported delay prevents the availability of the X3 computer.

“The chip is stuck in test mode and can’t be moved to operational mode,” Thorne said. “The way these chips are built in multiple layers, test mode touches almost every layer. They have not been able to identify the exact source of the problem with their test mode; worst case would be a re-spin.”

According to Thorne, Gogo is still in the “discovery mode” phase for the testing issue associated with Airspan’s 5G computer chip. The Gogo CEO notes that if the chip has to be re-built, that would cause the launch of their service to slip to mid-2023. If a re-build can be avoided, the X3 computer could become available sooner.

Even with the delay of the 5G service, however, Thorne said the company is still seeing robust demand and pre-order commitments from operators who want the improved performance promised by the 5G network Gogo is deploying. Since the X3 box featuring Airspan’s computer chip is the only component of their 5G enabling equipment that is unavailable, some customers are already buying the antennas and other 5G-enabling LRUs that will allow them to operate on the 4G network until the 5G service becomes available.

Thorne also provided Gogo’s assessment of the size of the addressable market of business jets and turboprop aircraft that the company considers prime targets for aftermarket connectivity upgrades. This includes a total of 16,000 un-connected business and general aviation aircraft in North America, and another 13,000 aircraft currently in service in other regions around the world that it can now go after with the global broadband network it launched in partnership with OneWeb at EBACE.

The post Computer Chip Testing Delays Gogo 5G In-Flight Connectivity Launch to 2023 appeared first on Aviation Today.

Business Jet OEMs Report Second Quarter Growth in Demand for Aftermarket Services

Second quarter earnings reports from Gulfstream, Embraer, and Bombardier—whose new Melbourne, Australia services center is pictured here—reported growth in demand for aftermarket services. (Photo courtesy of Bombardier)

Demand for aftermarket services from the world’s largest business jet manufacturers increased significantly between April and June, according to comments made by executives during recent earnings calls.

The increase in demand for services is primarily driven by the increase in the number of flight hours being flown by private jet operators. According to the latest report on global business jet flight operations published by WingX, business jet flying increased by 22% during the first six months of 2022 compared to the same period a year ago. That’s also an increase of 21% over the number of business jet flights that occurred during that same period in pre-pandemic 2019.

Bombardier published its second quarter earnings report this week that included $1.6 billion in revenue for the quarter reflecting 28 deliveries and “a 22% year-over-year aftermarket revenue increase to $359 million.”

“Our goal to reach $2 billion in annual aftermarket revenue by 2025 is fully on track,” Bombardier CEO Éric Martel told investors during an earnings call on Thursday.

The Canadian business jet manufacturer opened an expanded version of its service center in Singapore in June to meet the growth in demand for aftermarket services in the Asia Pacific region. Bombardier is also expanding its facilities in Miami and London and will open a new facility in Melbourne, Australia, later this year.

One of the ways Bombardier has also captured more of the demand for aftermarket services from independent maintenance and repair providers is by including SmartLink Plus on new in-production aircraft model to provide operators with a common digital infrastructure that captures and analyzes aircraft health, maintenance, and performance data in real-time.

Martel highlighted this feature of new Bombardier jets during the introduction of their new Global 8000 jet at the 2022 European Business Aviation Conference and Exhibition (EBACE), calling it the “digital evolution of services that lets our operators stay connected to the aircraft at all times.”

The Bombardier CEO wants to continue to expand the number of authorized aftermarket services facilities operated by the company in key regions to “bring more of our jets home.”

Gulfstream St. Louis, pictured here, is growing its workforce to increase services and production support. (Photo courtesy of Gulfstream)

Gulfstream has been involved in significant expansion of its aftermarket services facilities as well, including the addition of new avionics and cabin communications experts to a 24-hour support service operated at its Farnborough Service Center. The General Dynamics subsidiary opened a new service facility at Phoenix-Mesa Gateway Airport in March.

The company also announced a $55 million investment to add 200 new engineers, mechanics, and avionics technicians to its facility in Appleton, Wisconsin, according to a June 2 press release. New cabinet makers and finishers, upholsterers, aircraft paint technicians, and manufacturing engineers are among those being added to the growing workforce at Gulfstream St. Louis.

On July 27, General Dynamics released its second quarter results, with Gulfstream generating $1.9 billion in revenue. “Revenue was $245 million more than the year-ago quarter or 15.1%, largely as a result of higher service center sales at Gulfstream and higher service volume, particularly FBOs at Jet Aviation,” General Dynamics CFO Jason Aiken told investors during their earnings call last week.

Embraer also reported its second quarter earnings on Thursday, where the Brazilian business jet manufacturer’s executives noted they’re experiencing a similar increase in demand for services driven by the increased utilization of their business jet and regional airliner fleet. The company has also invested in significant expansion for several of its service centers, including doubling the useful area from “20,000 m² to 40,000 m²” at its Sorocaba Service Center in Sao Paulo in June.

“Revenues reached $1.90 billion in the quarter, down 10% compared to the second quarter of ’21, due to lower deliveries in commercial and defense segments, partially offset by our service and support business unit,” Embraer CFO Antonio Garcia said during Embraer’s earnings call on Thursday.

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Canadian ADS-B Airspace Mandate Delayed Amid Transponder Supply Chain Constraints

Nav Canada is delaying the start of its ADS-B Out airspace mandate from February to August 2023, citing supply chain issues associated with ADS-B transponder parts. Pictured here is an air traffic control tower located at Toronto Pearson International Airport. (Photo, courtesy of Nav Canada.

The start of Canada’s Automatic Dependent Surveillance – Broadcast (ADS-B) Out airspace mandate has been delayed by six months amid “supply chain limitations and backlogs” associated with aircraft transponder equipment, according to an Aug. 2 announcement from Nav Canada.

In February, the Canadian air navigation service provider (ANSP) introduced its new ADS-B Out airspace mandate in partnership with Transport Canada—the state civil aviation regulator—that would require aircraft flying in Class A and B airspace to be equipped with transponders that meet the applicable standard of DO-260B by Feb. 23, 2023. Now, under a new update to the policy, aircraft operating in Class A airspace only, need to be equipped with ADS-B Out by Aug. 10, 2023.

Additionally, aircraft operating in Class B airspace need to meet the equipage requirements by May 16, 2024. The third phase of the updated policy applicable to aircraft operating in Class C, D and E airspace remains unchanged from the timeline that was rolled out in February. Those aircraft need to be equipped “no later than 2026.”

Equipage levels for aircraft flying in Class A and B Canadian airspace from April. (Photo, courtesy of Nav Canada)

While not referencing any specific avionics manufacturers by name, Nav Canada updated the timeline for its ADS-B mandate based on “customer feedback regarding supply chain limitations and backlogs to acquire and install the appropriate transponder, as well as current equipage levels in each class of airspace,” according to their announcement.

Nav Canada Vice President of Operational Support Jeff Dawson, in a statement, said that the later dates “are warranted as the industry continues to navigate the ongoing impacts to supply chains due to the pandemic.”

“We are taking these steps to ensure customers have adequate time to comply with mandate equipage requirements,” Dawson adds.

ADS-B Out equipage levels for aircraft flying in Class A Canadian airspace are at 95%, while the rate in Class B is over 88%, according to Dawson.

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Skylift’s Electric Drones Perform Medical Deliveries in the UK

Skylift’s electric UAV is demonstrating its ability to deliver prescription medications in the UK in partnership with Apian. (Photo: Skylift UAV)

The company Skylift UAV develops unmanned aircraft with vertical take-off and landing (VTOL) capabilities. Their drones, or unmanned aerial vehicles (UAVs), were selected by the National Health Service (NHS) in England for a pilot program in the Isle of Wight. The delivery method was launched in partnership with Apian, a medical drone startup. Skylift’s CEO, Toby Moores, and Operations Manager, Ben Dexter, provided insights into the development of their UAV in a recent interview with Avionics International.

Skylift’s UAVs will deliver chemotherapy drugs from a pharmacy at Portsmouth Hospitals University to St. Mary’s Hospital. The UAV flights will take about 30 minutes each—a significant improvement from the four hours it typically takes to transport a package to the Isle of Wight. Efficient delivery is particularly important for transporting medications with a short shelf life. Following the trial flights in the Isle of Wight, the pilot program will carry out drone flights in Northumbria.

Boots, a pharmacy chain in the UK, announced last week that it had used a Skylift UAV to transport prescription medications from Portsmouth to the Isle of Wight. Apian selected the Skylift drone for this project and also helped to facilitate the test flight. Boots claims that this is is the first time a community pharmacy in the UK has transported prescription-only medications via UAV or drone.

Rich Corbridge, Chief Information Officer at Boots, commented on the achievement, saying that drones have significant potential for delivering medicine. “In this trial, we will be looking at how much time we can save, as well as how we can incorporate drones into our medicines supply chain to create economic efficiencies too,” Corbridge stated.

Ben Dexter, Skylift’s Operations Manager, noted that one of the early use cases their company originally considered was how to increase efficiency in transporting rapid test kits for COVID-19 via drone. Skylift’s objective with the NHS pilot program is to “make it a more reliable service for patients on an island or in remote places around the country,” Dexter told Avionics.

For transporting medications or supplies from one hospital to another, an aircraft capable of vertical take-off and landing made sense, since hospitals often have helipads or other infrastructure in place to accommodate VTOL aircraft.

Skylift’s UAV is fully electric and is designed with eight lift motors. It transitions into forward flight once reaching an altitude of about 30 meters. With a conventional multi-rotor, Dexter explained, it would only be able to travel short distances.

The assembly, testing, and certification of the aircraft is all done in-house by Skylift. The company also specializes in fleet management of UAVs with its Skyfleet platform that enables remote piloting.

Skylift’s team works closely with the Civil Aviation Authority (CAA), said Dexter. Based on their operational safety case, they are permitted to operate the drone for trips up to 35 kilometers. The Skyfleet platform, he added, was the critical piece that allowed the company to operate beyond visual line of sight.

Skylift CEO Toby Moores stated that one of the unique features of their aircraft is its size compared with other VTOL concepts. It’s a larger aircraft with decent payload capacity, he told Avionics, and it offers solid speed and endurance when operating in forward flight mode.

The drone developed by Skylift is designed with eight lift motors for vertical take-off and landing, and it transitions to forward flight. (Photo: Skylift UAV)

The 12 members of the Skylift team have a range of expertise, including a strong background in manned aviation, Moores commented. “Our remote pilot station is very much based around the glass cockpit—the PFD [primary flight display] and MFD [multi-function display],” he said, “things you would normally expect to see on a Garmin 3000 or something like that.”

The remote pilot interface within the Skyfleet platform “should be relatively familiar for anybody who’s flown anything with a glass cockpit,” according to Moores. “Those without manned experience can quickly get up to speed, because it’s something that’s well understood, and we haven’t had to invent all of the UI for that.”

The synthetic vision system is a useful component of Skylift’s concept. Moores explained, “If you lose a camera, or if visibility is poor, you can still fly, just like with any synthetic vision. But it also doubles up as a simulator for training purposes.”

Long-range communication as well as resilient command and control are vital, he added. It is possible that the UAV will be out of range of standard drone comms, so aviation-grade comms are necessary. “We use L-band or S-band and satcoms to stay in touch with the aircraft,” he shared.

Working towards certification of their aircraft with the European Union Aviation Safety Agency (EASA) may be next on Skylift UAV’s radar. “They’re our nearest neighbors, and I think that would be sensible,” Moores said. To operate under the Federal Aviation Administration’s regulations would be more of a challenge. It will depend on their customers’ needs, he remarked, and whether it makes sense to expand to international operations.

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