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Legacy Avionics: Dilemmas Posed by the Aging ARINC 429 Bus

Global Avionics Round-Up from Aircraft Value News (AVN)

The intelligent high density GE RAR-USB ARINC 429 USB Adapter

In the world of avionics, where cutting-edge technology powers navigation, communication, and flight control systems, it might come as a surprise that one of the most widely used cockpit technologies, the ARINC 429 data bus, traces its origins to the 1970s and is increasingly anachronistic.

The ARINC 429 was designed about 50 years ago as a reliable means to transfer data between avionics systems in commercial aircraft. Despite its venerable age, this protocol remains the backbone for data communication in many airliners, business jets, and even military aircraft.

The stubborn persistence of ARINC 429 poses critical challenges to the aviation industry, affecting safety, efficiency, and modernization efforts.

Even after five decades, the ARINC 429 data bus protocol is considered as an important data bus standard given it is used in the avionics systems of the B737, B747, B767, A320, A340, and MD-11 aircraft.

Understanding why this technology remains entrenched, the problems it causes, and how the industry is addressing the issue sheds light on a deeper tension between innovation and legacy in avionics.

ARINC 429’s fundamental design is simplicity itself. It is a unidirectional, point-to-point serial data bus where one transmitter communicates with multiple receivers via a single twisted pair of wires. Its modest data rate, fixed at either 12.5 or 100 kilobits per second, reflects the technological constraints and performance needs of the era in which it was created.

This slow speed sufficed for transmitting relatively low-bandwidth data such as flight instrument readings, autopilot commands, and sensor outputs. The standardized 32-bit word format ensured compatibility across avionics manufacturers and facilitated straightforward troubleshooting.

Strengths Become Liabilities

However, the very strengths that made ARINC 429 revolutionary in the 1970s are its greatest liabilities today. The protocol’s inherent limitations stem from its low bandwidth, lack of full duplex communication, and point-to-point wiring architecture.

Modern avionics systems are exponentially more complex and data hungry, demanding real-time high-speed data exchange among multiple subsystems. ARINC 429’s fixed, slow speed and unidirectional flow mean that avionics suites must rely on multiple parallel wires and redundant channels, creating enormous wiring harnesses that add weight, complexity, and maintenance headaches. The physical bulk of these cable runs also constrains aircraft design, reducing available space and increasing manufacturing costs.

Moreover, ARINC 429’s architecture limits the ability to implement advanced fault-tolerant communication methods and error detection. With no support for multi-node communication or dynamic network reconfiguration, diagnosing faults and re-routing data paths is difficult, if not impossible. This undermines safety margins and adds to the logistical challenges of maintaining aircraft, especially as fleets age and system reliability becomes paramount.

The inefficiencies of ARINC 429 also impede the integration of newer avionics technologies, such as real-time sensor fusion, predictive maintenance diagnostics, and increasingly common software-defined avionics systems that thrive on flexible, high-throughput data networks.

Yet, replacing ARINC 429 wholesale is far easier said than done. The aviation industry is famously conservative when it comes to certifying new systems due to the immense safety stakes involved. Every component of an avionics suite must undergo rigorous testing, certification, and integration validation that can take years and cost millions of dollars.

Since ARINC 429 hardware and interfaces are deeply embedded in the architecture of countless existing aircraft — from legacy Boeing and Airbus models to business jets and military transports — retrofitting or redesigning these systems involves massive logistical, technical, and regulatory hurdles.

Gradual Evolution

The industry is addressing the ARINC 429 problem primarily through gradual evolution rather than revolution. One of the most significant steps has been the adoption of newer data bus standards such as ARINC 664, better known as the Avionics Full-Duplex Switched Ethernet (AFDX) protocol.

AFDX supports gigabit Ethernet speeds, full duplex communication, and deterministic data delivery, enabling avionics systems to communicate on a shared network rather than fixed point-to-point links. This significantly reduces wiring complexity, increases bandwidth availability, and allows for more robust fault tolerance and network management.

AFDX is already the foundation for avionics data communication on modern aircraft like the A350 and B787, which incorporate “fly-by-wire” controls, integrated modular avionics, and sophisticated sensor fusion architectures that would be impossible to support efficiently with ARINC 429.

However, AFDX’s transition has been slow and incremental. Legacy aircraft continue to operate with ARINC 429 buses due to the prohibitive cost of retrofits and the complexity of certifying mixed-technology systems. Hybrid solutions often combine legacy ARINC 429 hardware with gateway devices that translate between the old and new protocols, easing integration without full system replacement.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Legacy Avionics: Dilemmas Posed by the Aging ARINC 429 Bus appeared first on Avionics International.

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Cockpit Cold War: How U.S.-E.U. Tensions Are Scrambling the Future of Avionics

Global Avionics Round-Up from Aircraft Value News (AVN)

In the high-stakes arena of international diplomacy, tariffs and trade threats rarely remain confined to spreadsheets and customs booths. This year, when President Donald Trump threatened fresh tariffs on European Union exports, much of the media attention focused on agriculture, luxury goods, and cars.

But quietly, and with potentially long-lasting consequences, these tensions are rattling one of the most sensitive corners of the aerospace industry: avionics.

The avionics industry has become one of the most intricate and globally interconnected sectors in aviation. Unlike engines or airframes, where a handful of dominant players control the space, avionics rely on a dense network of multinational partnerships, cross-licensing agreements, and real-time technological co-development. Many avionics suppliers are smaller-cap tech companies that don’t have brand name recognition.

Now, with the reemergence of protectionist rhetoric, particularly from the Trump regime, the risk of economic nationalism interfering with avionics development is no longer theoretical.

The E.U. and the U.S. are historically interdependent when it comes to building cockpits. Consider that Thales, the French electronics giant, supplies cockpit displays to Boeing, while Honeywell and Collins Aerospace—U.S. titans—power major Airbus systems.

The very nature of avionics collaboration is rooted in decades of transatlantic engineering trust and shared standards. Disrupt that flow, and the consequences ripple far beyond supply chains.

As tariffs materialize and bilateral tensions escalate into regulatory divergence, the cockpit could become collateral damage in a trade war that neither side can afford. European manufacturers might be pressured to localize supply chains or pivot toward domestic partners to mitigate tariff risks. That could mean Thales or Leonardo pushing to reduce their dependency on U.S. chips or software modules.

Likewise, American giants like Honeywell might see increasing pressure from Washington to “buy American” and recalibrate avionics development away from European integration. But that would be both costly and regressive.

Modern cockpits, especially in next-gen aircraft like the Airbus A321XLR or Boeing’s 777X, are not simple plug-and-play consoles. They are the result of years of international Research and Development (R&D), where flight management systems must conform to requirements from both the U.S. Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA).

The Erosion of Trust

The widening gulf between U.S. and E.U. regulatory frameworks, driven by a more protectionist trade posture, complicates dual certification and leads to longer lead times, higher costs, and ultimately, lower safety margins. In aviation, delays are not just about time. They’re about trust.

There’s also the real possibility that retaliatory tariffs from Brussels could make U.S. avionics less competitive globally. If European OEMs—especially Airbus, ATR, or even the rising COMAC partners in China—find it costlier to procure American avionics, they may seek alternatives from European or Asian suppliers.

Trump’s shattering of transatlantic cooperation has already frayed nerves in aerospace circles. For avionics, which now represent a growing share of aircraft value (sometimes up to 30% in military platforms), that’s a ticking time bomb.

Avionics innovation also depends heavily on seamless data flow and joint research. Programs like Single European Sky ATM Research (SESAR) in Europe and NextGen in the U.S. are designed to modernize air traffic control and cockpit integration.

These initiatives rely on data harmonization, synchronized upgrade cycles, and common interoperability standards. If geopolitics splinters these efforts into region-specific silos, the world could face a divided sky, where aircraft optimized for U.S. or E.U. airspace become less efficient or even incompatible when flying transcontinental routes.

The effect on military avionics is poised to be even more profound. NATO allies have traditionally shared electronic systems for fighter jets, drones, and surveillance aircraft. If Trump’s America First doctrine makes it harder to export sensitive avionics tech to European partners or imposes bureaucratic hurdles, joint defense programs could splinter. That would undermine collective security while opening a window for China or Russia to deepen their own bilateral military tech ties in areas where the West should dominate.

Unlike fuselage makers or engine OEMs, avionics companies operate in an environment of razor-thin margins and long development timelines. Uncertainty around tariffs or cross-border licensing raises their risk profiles and deflates corporate valuations, especially for firms with high European exposure.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Cockpit Cold War: How U.S.-E.U. Tensions Are Scrambling the Future of Avionics appeared first on Avionics International.

China’s Avionics Revolution: Why the West Should Be Worried

Global Avionics Round-Up from Aircraft Value News (AVN)

China’s C919 made its official entry into the civil aviation market.

For decades, Western aerospace giants like Honeywell, Thales, and Collins Aerospace have dominated the avionics market, supplying critical systems for both commercial and military aircraft around the globe.

However, China is emerging as a formidable challenger. Armed with a state-driven mandate for technological independence, the Chinese aviation industry is rapidly developing indigenous avionics technologies that not only rival their Western counterparts but also threaten to erode their global market dominance.

At the heart of this shift is the Aviation Industry Corporation of China (AVIC), a sprawling state-owned conglomerate that has poured billions into advancing avionics systems for platforms like COMAC’s C919 and the forthcoming CR929.

One of AVIC’s most consequential achievements is the development of a domestic Integrated Modular Avionics (IMA) platform. This system architecture, which consolidates multiple avionics functions into shared processing modules, mirrors the sophisticated layouts used on Airbus A350s and Boeing 787s. It marks a major departure from China’s previous reliance on imported IMA systems from Western suppliers.

The shift enables not just faster avionics development but also software flexibility, better fault isolation, and reduced maintenance costs, all designed and manufactured without U.S. export restrictions.

Homegrown Technology, in the Skies and in Space

Equally transformative is China’s use of its own satellite navigation system, BeiDou. Integrated into both military and civilian aircraft, BeiDou offers a complete alternative to the American GPS, Russian GLONASS, and European Galileo systems. For countries under threat of Western sanctions or export restrictions, the idea of a truly independent, satellite-guided flight management ecosystem is alluring—and China is positioning itself to provide it.

Another area where China is making strides is in Fly-by-Wire (FBW) systems. Historically, the control laws and redundancy frameworks for FBW in commercial aircraft were the domain of Western software engineers.

Today, the C919 boasts a homegrown FBW system with indigenous control laws—core to managing flight stability, pitch and roll behavior, and emergency response. The fact that China has developed, tested, and implemented these laws without reliance on external expertise speaks volumes about its maturity in flight software.

While these advancements are impressive, the most forward-looking innovations are coming from China’s push to integrate artificial intelligence (AI) into avionics.

AVIC has been testing AI-driven health monitoring systems that proactively diagnose and predict component failures in engines and other critical systems. These predictive maintenance tools are designed to reduce operating costs, minimize downtime, and improve overall aircraft safety. Similar to GE’s Predix or Honeywell’s GoDirect, China’s version may soon appeal to developing nations seeking high-tech features at lower price points.

One of the more subtle yet powerful changes taking place is the move toward open-architecture avionics, a strategy that unifies military and civilian applications. In contrast to the tightly controlled, proprietary systems favored by many Western firms, open architecture allows for faster system upgrades, sensor integration, and broader cross-platform compatibility.

This modularity is being applied across the board, from the J-20 stealth fighter to the upcoming CR929 widebody jet, and it gives Chinese engineers the ability to plug in new capabilities, such as radar, jamming, and satellite communications, without having to overhaul entire systems.

Meanwhile, China has also developed its own Flight Management System (FMS), long considered one of the most complex elements of avionics design. FMS governs everything from navigation to fuel efficiency and compliance with air traffic management rules.

Replacing Western FMS solutions with a domestically produced alternative not only cements China’s self-sufficiency but also lays the groundwork for a more exportable product that doesn’t carry U.S. International Traffic in Arms Regulations (ITAR) baggage.

While Chinese avionics systems are not yet equal in every respect to their Western counterparts, the trajectory is unmistakable. China is no longer playing catch-up; it’s beginning to innovate on its own terms.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post China’s Avionics Revolution: Why the West Should Be Worried appeared first on Avionics International.

AFWERX Agility Prime to Take Hit in FY 2026 Budget

U.S. Air Force Chief of Staff Gen. Dave Allvin speaks with personnel during their inspection of GBU-38 bombs during his visit to Beale AFB, Calif. on May 28 (U.S. Air Force Photo)

In the upcoming fiscal 2026 budget request, the U.S. Air Force is to request a winding down of the Agility Prime electric vertical take-off and landing (eVTOL) project by the service’s AFWERX innovation arm, as the service looks to save funds and winnow out efforts that show little promise of fielding.

During the Biden administration, there had also been talk among analysts of the Air Force’s lack of commitment to Agility Prime.

“One of the reasons why we looked to de-scope [Agility Prime] is with the limited capacity of budget we’re looking to find ones who did have a transition partner,” Air Force Chief of Staff Gen. Dave Allvin testified in response to a question from Rep. Chrissy Houlahan (D-Pa.), a former Air Force acquisition officer, at a House Armed Services Committee hearing on Thursday. “It’s really about making sure we look at the force design and see how these capabilities can find their way into delivering capability to the warfighter. As we look at that, we are transforming our organizational structure to move toward a more Integrated Capability Command that can take those innovative ideas but be able to see more clearly their value proposition.”

Houlahan, who worked on electronics programs at Hanscom AFB, Mass., then told Allvin that many once far-fetched ideas, such as phone text messaging, eventually bear fruit.

“The art of the possible is always competing with the art of the known with respect to the readiness and modernization challenges we know of,” Allvin replied. “That’s a constant tension that we have, but I take your point that we don’t want to pass opportunities up just by focusing on the known risks.”

The Air Force began Agility Prime in 2020. Efforts there have seen some traction, including the organization’s partnership with commercial electric VTOL companies to help bring to market a hybrid-electric vertical takeoff and landing demonstrator (HEX/VTOL) aircraft with a tilt-wing configuration for commercial and military use.

Last year, Lockheed Martin‘s Sikorsky said that it was developing HEX/VTOL to be a high speed, low operating cost aircraft with a 500 nautical range.

A version of this story originally appeared in affiliate publication Defense Daily.

The post AFWERX Agility Prime to Take Hit in FY 2026 Budget appeared first on Avionics International.

GE: Fate Of T901 Engine Depends On FY ‘26 Budget, Proposing Plans To Speed Up Program

Sikorsky receives the first two GE Aerospace T901 engines at its West Palm Beach, Florida facility for integration on a UH-60M Black Hawk helicopter. (Photo: Sikorsky)

EVENDALE, Ohio—GE Aerospace has said the fate of the new T901 helicopter engine developed for the Army is likely dependent on how fiscal year 2026 funding shapes out, while noting the company has discussed plans with the service for speeding up the program if it moves forward.

Amy Gowder, president and CEO of GE Aerospace Defense & Systems, said the firm has proposed streamlining testing requirements to deliver the new engine faster and there are no plans for further upgrades to the current T700 engine, while acknowledging the Army is “reconsidering” the T901 capability as part of its new transformation plan.

“As we’re working with the Army, we’re actually looking at can we go faster, can we be part of the Army Transformation Initiative. The secretary is very clear. He wants to cut through the bureaucracy and he wants to get products in the hands of warfighters faster. We actually see opportunities on the T901 to do that. So we’re actively collaborating and we’ll see where the budget lands for FY ‘26,” Gowder told reporters at a briefing here on June 2 at the company’s headquarters.

“[Army Secretary Dan Driscoll] was very open with [T901 and said] if you can go faster and you can [do it with] less money and you can provide affordability to service, they’ll still consider it. So that’s why it’s being debated within the budget process,” Gowder added.

The Army has been rolling out a new transformation plan which has included cutting “obsolete” programs such as the AH-64D Apache, Gray Eagle drones, Joint Light Tactical Vehicles, Humvees and the M10 Booker combat vehicle and potentially ending development of the Future Tactical UAS (FTUAS) and the Robotic Combat Vehicle.

Two senior defense officials previously confirmed to Defense Daily that the service also planned to cease development of the T901 engine as part of the Army Transformation Initiative.

Maj. Gen. Clair Gill, the Army aviation branch chief, last month described the T901 decision as “pending,” and Gen. James Mingus, the Army vice chief of staff, also said the future of the program is “largely going to depend” on how fiscal year 2026 funding shapes out.

Gowder said, as part of the ATI, Driscoll is working with “the budget realities” the Army faces and assessing what capabilities “are relevant for the future fight.”

“The Army is definitely going to be the bill payer in the next budget cycle,” Gowder said.

Darin DiTommaso, GE Aerospace Defense & Systems’ vice president of engineering, also said it’s a “fair statement” that the future of the T901 engine is dependent on whether funding is secured in the FY ‘26 budget.

“I think it’s fair to say the FY ‘26 [budget] is going to dictate the long-term program outcomes [about] when you get to a full qualification of the engine in the aircraft,” DiTommaso said.

GE Aerospace was awarded a $517 million contract in February 2019 to develop the T901 engine for ITEP, with an aim for it to eventually power the Army’s AH-64 Apache and Black Hawk helicopters and the since-canceled Future Attack Reconnaissance Aircraft (FARA).

Along with canceling FARA a year ago, the Army noted at the time it would also delay moving into production of the T901 engine and invest in further research and development efforts.

Gowder said the Army has not sent the company any new contractual direction related to the T901 and DiTommaso noted that FY ‘25 funding restored ITEP “back to what [GE] had originally anticipated” with the program.

“Right now, we’re on a path to continue working on the program at pace in ‘25. And we’re certainly working with the Army and certainly working with the airframers to understand how the program looks in ‘26 and what the pace of play might be there,” DiTommaso said. “Our intent is really to try to be as efficient as we possibly can, both in terms of time and cost. So [we’re] trying to bring cost advantages in terms of how we execute the qualification program and certainly trying to bring schedule advantages as well.”

DiTommaso added that no “significant changes” have been made yet to the intended flight test program with Sikorsky to work on integration of the T901 engine on the Black Hawk.

“Now, again, this is a fluid situation and so things could change over the course of weeks or months. But right now, we are on a path to continue the flight test program as well as some of the engine tests that we’ve laid out for 2025. That’s the path we’re on; it could change,” DiTommaso said.

Brig. Gen. David Phillips, program executive officer for aviation, confirmed to reporters last month that a Black Hawk helicopter integrated with the new T901 engine had lifted off the ground for the first time in a hover test.

“We’re very proud of that accomplishment because it proved that the technology is working as predicted and really no issues with that,” Gowder told reporters.

On plans for a next T901 engine flight test with a Black Hawk, DiTommaso said he “wouldn’t want to get ahead of the Army or Sikorsky on that.”

GE Aerospace over the last 18 months has been assessing plans to potentially accelerate the T901 development timeline, according to Gowder, who said the engine has already gone through a series of tests that are “frankly, either duplicative to other tests or we wouldn’t do them in a normal course of a commercial certification program.”

“The Army, at the very senior level and on, is very open to challenging the testing requirements. And they said, ‘Bring [us] a credible plan and we’ll definitely consider it,’” Gowder said. “We believe it’s the responsible thing to do to get through all the requirements that are related to performance and operational capability. If you want to test the limits of a design for your own learning, great. But let’s do it after we get to a Milestone C.”

Gowder and DiTommaso added that the “technology leap” offered with T901, which includes providing 50 percent more power and 25 percent improved fuel efficiency, could not be met with upgrades to the current T700 engine.

“We’re not looking at modernizing the T700. You can’t get anywhere close to what the T901 brings,” DiTommaso said. “We’re constantly looking at ways to support the customer on T700 [with] cost reduction, but nothing in terms of upgrades beyond things we’ve already done.”

Gowder noted that the T901 has seen “strong support” Congress as well as potential interest from international partners.

“This engine obviously goes on Black Hawks and Apaches; it’s what it was designed for. But it also could go on many other platforms. And there’s many in Europe that are asking about the T901 for the next-generation helicopters,” Gowder said. “I could also see [an option] when the Army finishes the qualification testing, takes us up on our offer to go fast and cut [the timeline] by two years, then someone else is the first production lot buyer and maybe they pay the higher price part of the engine as we’re coming down the learning curve. I could certainly see that being [an option], and then maybe Black Hawk and Apache come in at Lot Three or Four [of a contract]. So I think we’re looking at all those opportunities.”

A version of this story originally appeared in affiliate publication Defense Daily.

The post GE: Fate Of T901 Engine Depends On FY ‘26 Budget, Proposing Plans To Speed Up Program appeared first on Avionics International.

GE, Kratos Expand Work On Low-Cost, Small Engines With GEK1500 Aimed At CCAs

GEK1500 engine. (Photo: GE Aerospace and Kratos)

EVENDALE, Ohio—GE Aerospace is expanding its work with Kratos Defense & Security Solutions on low-cost, small turbofan engines, announcing plans to develop a new 1,500-pound thrust capability aimed at powering the “lower end” of Collaborative Combat Aircraft designs.

Company officials told reporters the new GEK1500 engine, slated for an initial prototype demo in 2026, is a scaled-up version of the in-development GEK800 expendable engine, which is aimed at powering capabilities such as cruise missiles and is set for further testing this summer.

Mark Rettig, vice president & general manager of GE Aerospace’s Edison Works Advanced Programs, noted the partnership with Kratos began in 2023 with a joint development agreement to work on the GEK800, with the new teaming agreement aimed at developing a range of propulsion solutions.

“Kratos is fast. They have much more flexibility. [They do] limited reviews. [There’s] a lot more ability to make decisions at lower levels. [Our] teams fit so well together,” Retting said at a briefing here at the company’s headquarters.

GE Aerospace and Kratos first detailed their low-cost small engine work last year, noting the intent is to partner on full-scale engine production.

In a statement on June 2, GE Aerospace cited Kratos’ two decades of experience building small engines for drones and missile platforms and said the capabilities in development will offer “affordable mass propulsion solutions across a range of next-generation defense applications for the Department of Defense.”

Steve “Doogie” Russell, vice president & general manager at GE Aerospace Edison Works, noted the engines the company builds for combat aircraft and helicopters are designed to survive thousands of cycles.

“Starting at a low-cost model for [a platform] that only has to survive a couple of cycles that may give you a few hours [of use] is a completely different approach from a business standpoint. And that’s part of why we partnered with Kratos,” Russell told reporters. ”If we just took what we do for the highest, most capable engines and tried to scale it down, we would never get the cost or the performance that we need for these lower cost, small engines. And that’s why we’ve taken a completely different approach to that. And we think that business model is innovative.”

Stacey Rock, president of Kratos’ turbine technologies division, said his firm is “good at going fast and being affordable” and teaming with GE Aerospace will bolster the company’s production capacity and provide “long-term agreements for suppliers.”

Russell said the pursuit of the larger GEK1500 follows DoD’s interest in “portable combat mass,” such as CCAs, and was “based on discussions with where we think the government may or may not be going but also [in talking] with various platform providers, both the more traditional ones and the more disruptive type of platform providers.

The Air Force has been developing uncrewed CCAs it envisions as drone “wingmen” supporting future manned fighters.

For the smaller 800-pound thrust GEK800, Russell said the aim is to develop an engine for cruise missiles that can “meet or beat” the current price of around “a couple hundred [thousand] while offering “enhanced performance.”

Rock noted that work on the GEK800 began with a mix of internal funding and some support from the Air Force with an aim for further development of a capability for advanced cruise missile market.

“I think it’s pretty widely known that there are not a large number of engines that are available in that class for these systems. And with the numbers that are being projected [for what is] going to be produced in the coming years, there was a strong pull for an alternate engine,” Rock said.

Craig Young, GE Aerospace’s executive engineering director for hypersonic propulsion & small UAV engines, told reporters an altitude test is planned for this summer with the GEK800 tech demonstrator engine, with plans to build the first product engine by December or January and a second engine a month a half later.

Russell noted GE Aerospace and Kratos have a “longer-term roadmap, which we’re not quite ready to share yet” or expanding on the family of small engines, with Rettig adding the companies see the engines on a spectrum from “expendable to reusable.”

“There is more scalability opportunity in this particular architecture, but right now we’ve got two engines under development and are continuing to move forward,” Rettig said.

A version of this story originally appeared in affiliate publication Defense Daily.

The post GE, Kratos Expand Work On Low-Cost, Small Engines With GEK1500 Aimed At CCAs appeared first on Avionics International.

Avionics Industry Set to Soar Into 2032 Amid M&A Boom and Tech Advancements

Global Avionics Round-Up from Aircraft Value News (AVN)

The global avionics industry, valued at approximately USD 91.32 billion in 2023, is forecast to surge to USD 179.44 billion by 2032, growing at a robust compound annual growth rate (CAGR) of 7.67%, according to a new report by Fortune Business Insights. In 2023, North America emerged as the dominant regional market, holding a commanding 37.25% share of the global revenue.

Market Overview

The avionics sector is undergoing a transformation fueled by rapid technological innovation and a growing need for more sophisticated, reliable, and eco-efficient aviation systems. Fleet modernization efforts are accelerating, with airlines and manufacturers embracing integrated flight control systems, advanced navigation tools, and cutting-edge communication technologies.

The proliferation of Unmanned Aerial Vehicles (UAVs), along with the push toward automation and environmental sustainability, is propelling new investments into the sector. From fuel-efficient systems to reduced emissions avionics, the demand for greener, smarter technology is driving the next wave of growth in aerospace.

Industry Consolidation on the Rise

A major trend reshaping the global avionics landscape is the sharp increase in consolidation through mergers and acquisitions (M&As). Over the past decade, the number of independent avionics firms in the United States and globally has dwindled significantly, as larger companies acquire smaller players to gain technological capabilities, streamline operations, and achieve economies of scale.

This wave of consolidation is expected to intensify in 2025. As inflationary pressures tied to tariffs and supply chain disruptions from President Trump’s trade policies continue to squeeze margins, avionics companies are likely to seek mergers as a way to cut costs and maintain profitability. These deals aim to bolster Research and Development (R&D) efficiency, reduce overlapping operations, and strengthen bargaining power across the supply chain.

Market Segmentation Highlights

Hardware Segment: Dominates the market and is forecast to maintain strong growth in 2025 and beyond, thanks to its role in trajectory calculation and multitasking capabilities essential to modern flight systems.
Commercial Aircraft Segment: Expected to see rapid expansion as global air travel rebounds and demand for next-generation commercial jets surges.
Aftermarket Segment: Continues to play a vital role, driven by fleet upgrades and retrofitting programs across the commercial aviation sector.

Regional Analysis

North America: Remains a powerhouse, underpinned by a strong aerospace manufacturing base and rising demand for commercial jets. Major avionics firms headquartered in the U.S. reinforce the region’s dominance.
Europe: Forecast to register significant growth, supported by the presence of global avionics giants and their diverse product lines.
Asia Pacific and Rest of World: Gaining traction due to rising air traffic, expanding airline fleets, and increased investment in defense modernization programs.

Leading Companies in the Avionics Sector

BAE Systems (U.K.)
Cobham (U.K.)
Raytheon Technologies (U.S.)
Garmin (U.S.)
General Electric (U.S.)
Honeywell International (U.S.)
L3Harris Technologies (U.S.)
Meggitt (U.K.)
Safran (France)
Teledyne Technologies (U.S.)
Thales Group (France)
TransDigm Group (U.S.)

These companies are adopting aggressive strategies to stay competitive, ranging from M&As and product launches to strategic partnerships and global expansion initiatives.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Avionics Industry Set to Soar Into 2032 Amid M&A Boom and Tech Advancements appeared first on Avionics International.

Blind Spots in the Sky: The Fatal Flaws of “See and Avoid” and the Tech That’s Emerging to Fill the Gap

Global Avionics Round-Up from Aircraft Value News (AVN)

In the bustling airspace above the United States, thousands of aircraft cross invisible paths each day, relying on a combination of technology, regulations, and human judgment to avoid catastrophe.

One Air Traffic Control (ATC) principle, known as “see and avoid,” is as old as powered flight itself. It instructs pilots to visually scan for other aircraft and maneuver accordingly to prevent mid-air collisions. The problem is that this practice, still relied upon in certain segments of American aviation, is not just outdated. It is dangerously inadequate in a modern, crowded, and complex airspace system.

The controversy surrounding see and avoid erupted once again in January following a fatal mid-air collision in the skies above Washington, DC. A military Black Hawk helicopter and a civilian aircraft collided in what investigators now describe as a breakdown in communication, awareness, and system coordination.

Both aircraft were operating under Visual Flight Rules (VFR), and both were, technically, obeying the guidelines of see and avoid. The tragedy raises a brutal question: is this guidance, enshrined by the Federal Aviation Administration (FAA) and still deeply embedded in American aviation culture, fundamentally flawed?

To answer that, we must first look at the regulatory and structural deficiencies of the FAA and the broader U.S. ATC system. The U.S. has long prided itself on having the largest and most advanced aviation infrastructure in the world. But behind this reputation is a system plagued by chronic underfunding, outdated technology, and bureaucratic inertia.

While other countries have moved swiftly to privatize and modernize air traffic control operations, the U.S. ATC system remains tethered to mid-20th-century hardware and software, much of it unable to keep pace with today’s volume of air traffic.

This dysfunction creates pressure points throughout the system. One of them is the increased reliance on visual navigation protocols, particularly in uncontrolled airspace or during periods when radar coverage is limited.

Instead of mandating onboard collision-avoidance technologies across the board or enforcing stricter ATC oversight in more flight corridors, the FAA has effectively allowed pilots to “see and avoid” their way out of trouble. In other words, the safety of modern flight is being offloaded onto the human eye — a biological sensor with built-in limitations, particularly in conditions of glare, fatigue, and high closing speeds.

This isn’t just theoretical concern. Data from the National Transportation Safety Board (NTSB) reveals that mid-air collisions are not rare flukes. They tend to cluster around busy airspace, especially in training zones, military-civilian shared airspace, and around uncontrolled airports. The Black Hawk incident in DC is emblematic of a larger systemic vulnerability. It occurred in one of the most monitored and restricted zones in American airspace. If a failure could happen there, it can happen anywhere.

Avionics rises to the challenge…

The avionics industry has not been blind to these issues. In fact, the inadequacy of see and avoid has become a rallying point for manufacturers and engineers designing the next generation of safety systems.

Modern Traffic Collision Avoidance Systems (TCAS), which provide pilots with real-time warnings and evasive instructions, have been a major step forward. But they are not universally required in all aircraft categories, especially among general aviation aircraft. This patchwork adoption leaves too many aircraft outside the digital safety net.

Emerging technologies promise to revolutionize this landscape. Automatic Dependent Surveillance–Broadcast (ADS-B), now required in most controlled airspace in the U.S., allows aircraft to broadcast their GPS-derived position to ATC and nearby aircraft. It’s a powerful tool for increasing situational awareness, but like TCAS, its impact is limited by uneven uptake and lack of integration into all cockpits.

More futuristic, and potentially transformative, are vision-based synthetic awareness systems and artificial intelligence (AI)-powered copilot aids. These systems combine computer vision, machine learning, and high-resolution sensors to detect and track nearby aircraft, even in visual or radar dead zones.

Think of them as digital eyes that never blink, fatigue, or get distracted. Several startups and defense contractors are already testing these systems for both civil and military use, often in tandem with augmented reality displays that place traffic information directly in the pilot’s field of view.

But even these advancements are hamstrung by regulatory bottlenecks. The FAA, notoriously cautious and slow to approve new technologies, has not kept pace with the development cycles of the private sector. Avionics companies face years-long approval processes to get new safety features certified and often must compromise designs to fit legacy regulatory frameworks that still assume “see and avoid” is the default fallback mechanism.

There’s a clear irony here. At a time when self-driving cars are achieving remarkable success in avoiding collisions on crowded city streets, we are still trusting human eyeballs to prevent 400-knot metal machines from occupying the same point in the sky. This is not just an operational gap. It’s a philosophical failure in aviation oversight.

The FAA’s own charter emphasizes the prevention of accidents, not just the post-mortem investigation of them. Yet the Black Hawk disaster, and others like it, reveal a system that responds to tragedy, rather than acting decisively to prevent it.

“See and avoid” may have made sense when barnstormers ruled the skies, but today, it is a relic, a romantic but perilous vestige of a simpler time. In the age of AI, automation, and autonomous flight, relying on visual lookout as the cornerstone of mid-air safety is no longer acceptable. The next Black Hawk crash may already be in motion, its gears turning in a regulatory system too slow to see what’s coming — and too dysfunctional to avoid it.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post Blind Spots in the Sky: The Fatal Flaws of “See and Avoid” and the Tech That’s Emerging to Fill the Gap appeared first on Avionics International.

America’s Air Traffic Control Crisis Exposes FAA’s Struggles

Global Avionics Round-Up from Aircraft Value News (AVN)

The U.S. Air Traffic Control (ATC) system, once a symbol of aviation excellence, is now facing a crisis marked by staffing shortages, outdated technology, and operational chaos.

Recent disruptions at Newark Liberty International Airport have spotlighted these systemic issues, raising concerns about the Federal Aviation Administration’s (FAA) ability to ensure safe and efficient air travel.

Brace yourself — the delays, cancellations, and safety issues recently plaguing Newark Airport could soon hit airports across the U.S.

U.S. Transportation Secretary Sean Duffy recently warned that “antiquated systems” at many major airports nationwide are overdue for a multibillion-dollar upgrade.

Duffy told NBC’s “Meet the Press” on May 11 that he intends to reduce the number of flights at Newark airport over the “next several weeks.”

“What you see in Newark is going to happen in other places across the country,” Duffy said. “It has to be fixed.”

Newark: A Microcosm of National ATC Challenges

In early May, Newark Liberty International Airport experienced significant operational disruptions. On one occasion, only three air traffic controllers were on duty instead of the required 14, leading to flight delays of up to seven hours. This staffing shortfall was compounded by three communication blackouts that temporarily prevented the control tower from monitoring aircraft.

The FAA’s decision to shift Newark’s airspace oversight to Philadelphia also has led to system connectivity problems and reduced staffing due to trauma-related leave. To maintain safety, the FAA has required airlines to scale back flights, and United Airlines has already cut 35 daily roundtrips at the airport.

A Nationwide Staffing Crisis

Transportation Secretary Duffy pledged initiatives including raises, bonuses, faster hiring, and infrastructure upgrades, but warned the issue is long-term due to the 1-3 years required to train new hires. With an average salary of $160,000, controller roles

require no college degree, though applicants must pass numerous rigorous tests and be under 31 years old, unless they already have experience.

The shortage extends beyond controllers. The nation has more than 4,800 systems specialists who install, operate, maintain, and repair the nation’s more than 74,000 radar, communications, navigational aids, computer automation, airport lighting, and other important infrastructure systems.

The number of systems specialists has declined for several years and is getting worse as more specialists are retiring every year. Insufficient systems specialist staffing not only leads to prolonged restoration times and increased air traffic delays during outages but also poses challenges in ensuring adequate shift coverage.

Outdated Technology and Infrastructure

The FAA’s reliance on aging technology has been a longstanding issue. The Next Generation Air Transportation System (NextGen), initiated in 2007, aims to modernize the National Airspace System by 2030. However, progress has been slow, and many legacy systems remain in operation.

A 2024 Government Accountability Office (GAO) report found that 51 of the FAA’s 138 air traffic control systems are “unsustainable” and in urgent need of modernization. Some systems are over 30 years old and lack modernization plans, posing significant risks to air travel safety and efficiency.

The FAA’s modernization efforts have also faced challenges. The agency has been slow to modernize the most critical and at-risk systems.

Specifically, when considering age, sustainability ratings, operational impact level, and expected date of modernization for each system, as of May 2024, the FAA had 17 systems that were especially concerning. The investments intended to modernize these systems were not planned to be completed for at least six years. In some cases, they were not to be completed for at least 10 years.

Technological Initiatives and Future Prospects

Despite these challenges, the FAA is pursuing several technological initiatives to address the crisis. The NextGen program includes the implementation of Automatic Dependent Surveillance-Broadcast (ADS-B), a technology that allows aircraft to broadcast their position to air traffic control and other aircraft, enhancing situational awareness and safety.

Another initiative is the National Airspace System Voice Switch (NVS) project, which aims to establish a single set of scalable voice switches that can support a dynamic flow of air traffic. This would enable more flexible and efficient voice communications between controllers and pilots.

The FAA also is exploring the use of remote and virtual towers, which allow air traffic services to be provided from a location other than the local control tower. This concept has been implemented in other countries and could offer cost savings and increased efficiency for U.S. airports.

The U.S. ATC system is at a critical juncture. While the FAA has initiated several modernization efforts, progress has been slow, and significant risks remain.

This article originally appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News.

The post America’s Air Traffic Control Crisis Exposes FAA’s Struggles appeared first on Avionics International.

Airbus Details Second ALC Program Demo, L3Harris Providing Unmanned Lakota’s ‘Digital Backbone’

Rendering of Airbus’ MQ-72C, its offering for the Marine Corps’ Aerial Logistics Connector program. (Photo: Airbus)

Airbus U.S. said May 20 it recently completed a second demo to inform its work on the Marine Corps’ Aerial Logistics Connector (ALC) program, which follows a recent announcement it’s working with L3Harris Technologies on the effort to develop an unmanned version of the UH-72 Lakota aircraft.

L3Harris will serve as the lead systems integrator on Airbus’ team for ALC, which is offering the uncrewed MQ-72C for the program to develop an unmanned cargo-carrying platform.

“I’m really excited about this partnership because it brings the best in class from the airframe side, [in terms] of manufacturing and supporting and sustaining rotorcraft, and best in breed from a systems engineering, systems integration, digital backbone and [modular open systems architecture perspective],” Rob Geckle, chairman and CEO of Airbus U.S., said last week during a briefing at the Army Aviation Association of America’s annual conference in Nashville.

The Marine Corps last April selected Airbus for the competitive ALC development effort, with an aim to have a prototype that’s ready to transition into fielding within five years.

Airbus has said MQ-72C, the unmanned version of its UH-72 helicopter being developed for ALC, is intended to have a cruise speed of 135 knots, a maximum takeoff weight of over 8.300 pounds and a range above 350 nautical miles.

“[The MQ-72C] is a low-risk, affordable solution. And we think that’s hitting the sweet spot when you have demanding mission requirements and resource constraints,” Geckle told reporters, noting Airbus has invested $20 million into developing the MQ-72C.

Geckle said Airbus is targeting production of a minimum viable MQ-72C prototype in the 2028 timeframe and then moving toward production of a final design in 2029.

“We plan on being ready for [low-rate initial production], if that’s what NAVAIR wants to do, by 2030,” Geckle said.

The Marine Corps also selected a team led by Near Earth Autonomy, that also includes Honeywell and Leonardo Helicopters, for the ALC development effort.

Airbus said the second program demo for ALC was conducted at Marine Corps Air Station Yuma and evaluating the performance characteristics of the UH-72 Lakota, validating “the aircraft’s ability to load and carry specialized cargo” and detailing how the platform can be modified to meet requirements for an uncrewed cargo-carrying capability.

“This demonstration was another illustration of how our MQ-72C system can support a range of missions and payloads that Marines will need to perform operations in austere environments,” Geckle said in a statement on May 20. “We believe this aircraft will redefine the future of Marine Corps aviation.”

Geckle said last week feedback from the Marine Corps and Naval Air Systems Command is being incorporated into continued development work on the MQ-72C.

L3Harris’ work on the Airbus’ ALC team will include providing a modular open systems architecture (MOSA) for the MQ-72C to serve as the future platform’s “digital backbone.”

“Combined with their modular open systems approach, the infrastructure enables the U.S. Marines to rapidly integrate third-party, commercial off-the-shelf hardware that will enable maximum system versatility and mission adaptability,” Airbus said in a statement last week.

Jason Lambert, L3Harris’ president of intelligence, surveillance and reconnaissance, told reporters the company has invested $24 million of its own research and development dollars into building out the MOSA capability, noting it’s already been fielded as part of its work on the Army’s ATHENA-R interim ISR jet capability.

“So the best thing about this is there’s not the development risk that comes with a traditional DoD program of record,” Lambert said.

In late April, Airbus announced it had partnered with Shield AI to integrate its autonomy software for the MQ-72C, citing the firm’s “record of succeeding quickly” in integrating autonomous capabilities as a key factor in the decision to work together on the ALC program.

“And with Shield AI as our autonomy partner, this reminds me of the 1992 Dream Team back in the Olympics,” Geckle told reporters. “[DoD] wants autonomous solutions. They want something to support missions [for] distributed logistics in contests and semi-contested environments. They want it to be affordable. And they want it to be a platform that can meet the schedule. If you’re using readily available capabilities on the systems integration and MOSA side with aircraft that are readily available with a hot production line, that just helps you on the cost and on schedule.”

Airbus said additional ALC demos are planned for 2025 to “inform future acquisition decisions for the opportunity to build a prototype aircraft.”

“The demos that we’ve done have proven out the capabilities of the airframe itself. And we expect that, in the future, will start proving out the capability and autonomy solutions based on the Marine Corps’ mission requirements,” Geckle said.

Geckle noted Airbus views the MQ-72C as “having utility” beyond the Marine Corps, and the company has “engaged” with the Army’s UAS program office and Contested Logistics Cross-Functional Team to gauge potential interest in the platform.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Airbus Details Second ALC Program Demo, L3Harris Providing Unmanned Lakota’s ‘Digital Backbone’ appeared first on Avionics International.

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Avionics rises to the challenge…

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Newark: A Microcosm of National ATC Challenges

A Nationwide Staffing Crisis

Outdated Technology and Infrastructure

Technological Initiatives and Future Prospects