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FAA Requires 5G C-Band Filters for ‘Most Susceptible’ Regional Aircraft by End of 2022

Miami International Airport (MIA) is one of 50 U.S. airports identified by the Federal Aviation Administration as requiring a 5G C-band “buffer zone” for some aircraft with radio altimeters identified by the agency as being susceptible to 5G C-band interference. On June 17, the FAA released its latest 5G C-band update related to the upcoming expiration of an agreement by AT&T and Verizon to mitigate the way they operate 5G C-band stations located near airports. (Photo courtesy of Miami International Airport)

The Federal Aviation Administration (FAA) is requiring operators of regional aircraft that the agency has identified as being the most susceptible to interference from 5G C-band wireless signals to install radio frequency filters by the end of the year, according to a statement released by the agency on Friday, June 17.

Implementing the new radio frequency filter retrofit requirement comes following months of collaboration between the FAA, aviation industry, and AT&T and Verizon seeking a long-term resolution to address susceptibility of some aircraft radio altimeters to 5G C-band interference. In the statement released Friday, the FAA notes that filters and replacement kits for aircraft with altimeters most susceptible to 5G C-band interference have been identified and modification has already begun.

Acting FAA Administrator Billy Nolen said in the statement that the agency has identified a path that will continue to enable “aviation and 5G C-band wireless to safely co-exist.”

“We appreciate the willingness of Verizon and AT&T to continue this important and productive collaboration with the aviation industry,” Nolen said.

The agency has not released any specific details associated with specific aircraft models it considers to be the “most susceptible to interference,” as mentioned in its latest statement. However, in recent months, the FAA has issued airworthiness directives for multiple different aircraft models requiring revisions to their associated flight manuals to prevent any impact on the reliability and function of their altimeters.

Most of the directives target limitations on the ability of those identified aircraft to perform low-visibility landings at airports where wireless companies have deployed 5G C-band. As an example, specific ADs have been issued for certain Boeing, 737, 747, 757, 767, and 777 models.

There have also been no details released on what companies or manufacturers are providing the radio frequency filter kits or replacement altimeters. Some avionics manufacturers and test equipment providers have published press releases and statements regarding the development of new altimeters that are not susceptible to 5G C-band interference. Among them are Irving, Texas-based FreeFlight Systems and its new “RA-4500 Mark II (MK II) radar altimeter” announced during the Helicopter Association International’s 2022 Heli-Expo exhibition.

On May 16, Thales, the Toulouse-based avionics maker, published a 5G C-band update to its website, noting its expectation to have a new line of radio altimeters, the ERT-5×0, certified by June 2022 and “available for retrofit shortly thereafter.”

“Thales’s ERT-5x0R uses bandpass radio frequency filtering to deliver a long-term 5G immune solution to airlines with a single retrofit installation,” the company said in the statement.

Aircraft altimeters operate within 4.2–4.4 GHz, the lower half of which falls within the C-Band—a frequency range from 3.7–4.2 GHz where the combination of the range of signal transmissions and capacity are optimum. The 5G wireless networks that were switched on by AT&T and Verizon on Jan. 19 operate within the 3.7–3.98 GHz frequency range, close to the altimeters, which has left aviation industry experts with concerns over signal interference issues.

Additionally, the FAA’s latest update regarding the aviation industry’s concerns over 5G C-band wireless interference with aircraft altimeters is timely, occurring ahead of a key upcoming date associated with a six-month timeline agreed to by AT&T and Verizon. During that period, the two companies agreed to turn off some 5G C-band wireless transmitters and make other adjustments at a list of 50 U.S. airports determined by the FAA to be located in cities and regions that require 5G C-band “buffer zones” to ensure safe landing of some aircraft in low-visibility conditions.

July 5, 2022, will mark the end of that agreement, although the FAA indicates in its latest statement that AT&T and Verizon have offered to continue with “some level of voluntary mitigations for another year.”

Prior to the FAA’s June 17 statement, a representative for the agency provided Avionics International with a copy of the June 14 letter it sent to organizations representing the airline industry, including Airlines for America (A4A), the National Air Carrier Association and the Regional Airline Association (RAA) urging the implementation of the filter kits.

Nolen, the agency’s acting administrator, used the letter to convey the “urgency with which the aviation industry must treat the installation of radio frequency filters on radio altimeters throughout the fleet.”

“The wireless companies have signaled an openness to continuing voluntary signal-strength mitigations around a number of critical airports. However, they also have indicated a desire to press forward within certain markets beginning in July,” Nolen writes in the letter.

A representative for Airlines for America (A4A) declined to comment on the FAA’s latest 5G C-band update; however, the organization provided Avionics a copy of a letter it sent in response to the FAA regarding retrofitting of in-service aircraft with filters.

In response, A4A President Nicholas Calio said that the group learned during a roundtable discussion with the FAA today that the vast majority of the in-service fleet, “approximately 4,800 aircraft,” would need to be retrofitted by July 2023.

“We have serious concerns that the Federal Aviation Administration (FAA) has placed the burden on the aviation industry to act in a way that would previously be considered, by the FAA itself, to be reckless in the context of design changes to safety-critical avionics,” Calio writes.

In an emailed statement to Avionics, Cathryn Stephens, director of Eugene Airport located in Oregon, said that an airline that operates Embraer 145s at the airport had previously been impacted by the deployment of 5G C-band wireless stations. Stephens testified as part of a congressional hearing on 5G C-band held in February that while the FAA has reviewed and approved AMOCs to cover 90% of altimeters featured on the in-service U.S. commercial fleet, they had not reached a point where all aircraft previously serving her airport could continue to operate in low-visibility conditions.

“The aircraft under restriction at EUG is the E-145,” Stephens writes. “In the meantime, we are out of our foggy season, so we are not currently having delays/cancellations due to low visibility conditions.”

The FAA expects filters and altimeter replacement units for affected aircraft to become available on a schedule “that would permit the work to be largely completed by July 2023.” According to the agency, several unnamed radio altimeter manufacturers have been working with “Embraer, Boeing, Airbus and Mitsubishi Heavy Industries to develop and test filters and installation kits for aircraft identified as being the most susceptible.”

The kits can be installed in “a few hours” at airline maintenance facilities, according to the FAA.

Nolen’s letter to airlines also acknowledged that in the long-term, some aircraft will eventually have to undergo additional retrofits as AT&T and Verizon and other wireless companies roll out more 5G networks and expand availability of service to more users.

“The wireless companies assure us that the equipment capable of transmitting at the maximum power levels approved by the FCC is still being developed and will not be ready for widespread use for three to five years,” Nolen writes in the letter. “However, without additional action by the FCC to cap transmissions at currently attainable power levels, the prospect of additional disruption remains.”

Outside of AT&T and Verizon, 19 other companies have been licensed by the Federal Communications Commission (FCC) to roll out new 5G C-band networks by the end of 2023, according to the FAA.

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Amazon Prime Air is Set to Start Drone Deliveries This Year

Pictured above is the latest design of Amazon’s MK27-2 drone. The company plans to launch drone delivery services later this year. (Photo courtesy of Amazon)

Amazon’s drone delivery service, Prime Air, will begin serving customers by the end of this year, the company announced this week. Drone deliveries will first launch in Lockeford, California, a community with a population of about 3,500. Prime Air is collaborating with both the Federal Aviation Administration and Lockeford’s local officials on an ongoing basis, and will obtain permission from the appropriate authorities to begin drone delivery operations.

Amazon’s efforts to develop an uncrewed aircraft system (UAS) for delivery services were first made public in 2013. An updated hybrid prototype was unveiled at the end of 2015, a “multi-rotor helicopter” designed for vertical lift and a transition to horizontal flight with a 15-mile range. This version was one of many; the company shared that they had developed more than 12 prototypes in their facilities.

“Our algorithms use a diverse suite of technologies for object detection.” Pictured above is Amazon’s drone design circa 2016. (Photo courtesy of Amazon)

The company formally requested the FAA’s approval to operate as a Part 135 unmanned air carrier for commercial drone deliveries in the U.S. in mid-2019. At the time, Amazon also requested an exemption to allow Part 135 operations to begin with its fleet of air cargo aircraft before its MK27 drone, intended for Prime Air operations, received its airworthiness certificate.

In this week’s announcement, Amazon shared that they have developed a sophisticated sense-and-avoid system to enable drone deliveries to take place without a visual observer. The system was created for operations at greater distances and to ensure safety by avoiding obstacles and preventing collisions.

The system was designed to change the drone’s course and avoid both stationary and moving obstacles. “We designed our sense-and-avoid system for two main scenarios,” Amazon stated: “to be safe when in transit, and to be safe when approaching the ground. When flying to the delivery location, the drones need to be able to identify static and moving obstacles. Our algorithms use a diverse suite of technologies for object detection.”

According to the company’s June 13 announcement, safety at the moment of delivery is critical. The Prime Air drone will check for a small area at the delivery location that is free of obstructions before descending towards the ground, hovering, and releasing the package.

The FAA’s air carrier certificate is required to operate drones that utilize sense-and-avoid technology to perform flights without a visual observer. According to Amazon, “Prime Air is one of only three drone-delivery companies that has gone through the rigorous process” to earn this certificate from the FAA.

Amazon Prime customers in Lockeford that use the free Prime Air delivery option will be an important reference point as the company continues developing the technology and scales up operations to offer delivery services to more customers. Amazon has shared that this inaugural launch in Lockeford will include investments into the community, job creation, and new partnerships with local businesses and organizations.

Heidi Schubert, a senior software engineer at Prime Air, creates drone traffic management software for enabling delivery services. Essentially, she explained, “we build a map of the area and use it to plan a detailed route that helps the drone get to its destination safely.”

Schubert remarked that in the world of autonomy, a lot of people are trying to solve the same problems. With Prime Air, the team aims to combine development and research in order to reach a set goal. “This is about using robot motion to provide value to customers and communities,” she said.

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New Report Suggests Distributed Ledger Architecture for UTM Systems

A new research paper published by Cranfield University shares findings regarding safety, security, and trust to develop a secure and efficient uncrewed traffic management (UTM) system. (Photo courtesy of Cranfield University)

Cranfield University published a report this week exploring some questions about the development of an uncrewed traffic management (UTM) system. The document is the result of a research partnership between Cranfield, Heathrow Airport, Oxford University, International Airlines Group (IAG), NATS UK, SITA, and multiple other U.K.-based startups and enterprises.

The central objective of the report, coordinated by Dr. Dimitrios Panagiotakopoulos of Cranfield University, is to analyze the potential of cross-cutting technologies—in particular, artificial intelligence (AI) and distributed ledger technologies—and to demonstrate the need for increased collaboration between all stakeholders of the integrated aviation ecosystem. This includes UTM service providers, digital network providers, uncrewed aircraft operators, infrastructure providers, air navigation service providers, and regulators.

The authors of the paper also underscore the importance of trust within the UTM ecosystem and suggest a governance framework that establishes rules for the above-mentioned stakeholders occurring in a distributed ledger, creating a safe environment that participants can trust.

“Drones will create new forms of traffic especially at very low levels of airspace with high demand in densely populated areas where risk levels will be increased,” according to the research group. To ensure safety in this growing ecosystem, with a variety of vehicles operating in the same airspace, the UTM system needs to include new and updated procedures.

Technology that is outdated or unreliable is a big concern in the aviation industry, according to the authors of the paper. They reference a study done by Cranfield University which estimated that, of flight delays that are not due to weather concerns, 60% are a result of failures with data handling. The solution? A new “system-of-systems” that includes cloud infrastructure and distributed ledger technologies (DLTs) with blockchain-style information sharing. Using a decentralized system could lead to more secure airspace management. However, there is still work to be done regarding regulations for drones operating beyond visual line of sight (BVLOS), and accounting for varying levels of autonomy in the airspace.

As urban air mobility (UAM) operations scale up, the authors of the report predict that “pilots will likely fly the first generations of electric vertical take-off and landing (eVTOL) craft in-vehicle, long before remote or even autonomous operations are proven to be safe.” This is because a pilot is trained and able to detect and avoid risks, and can also “make balanced and intelligent safety choices with full situational awareness,” the paper concludes.

But as demand for UAM increases, operations will become more and more dependent on AI. And an ecosystem that relies significantly upon AI needs to have trust—and resilience—built into its digital infrastructure.

The paper includes a diagram, pictured above, illustrating how self-sovereign identity (SSI) technology is used to ensure security between the issuer, holder, and verifier of the credentials of a drone pilot. (Photo courtesy of Cranfield University)

“Truly distributed approaches are now available, to make the underlying digital infrastructure of our UTM and ATM systems reflect the real-world interactions of its users and stakeholders rather than enforcing a one‑size‑fits-all approach,” the report claims.

The researchers bring up a few obstacles to realizing a modular and interoperable distributed system approach for uncrewed traffic management. One challenge is technological instability—blockchain is still a relatively new concept, and stakeholders will need to consider the possibility that a better solution may soon emerge, as well as the risks involved in not taking action.

A UTM solution based upon a DLT architecture can also be susceptible to cybersecurity risks because of the permanent nature of records in a distributed ledger. The report cautions that the encryption methods and contents of messages should be considered in order to maintain system security.

Safety and security are also key priorities for Belgian UTM system provider, Unifly. The company recently received €10 million in funding, and they will use that investment to ensure that their UTM system functions based on some of the same findings featured in Cranfield University’s report, Unifly’s co-founder recently told Avionics International. The company also enabled automation for parts of the approval process for drones operating within controlled airspace, as part of a collaboration with air navigation service provider NAV CANADA. Automating this process helped to decrease risk for drone operators while also increasing situational awareness—for both air traffic controllers and operators.

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Airbus Completes First A321XLR Test Flight, Targets 2024 Entry into Service

Airbus completed the first test flight of its new A321XLR aircraft, with the flight lasting 4 hours and 35 minutes. (Photo courtesy of Airbus/Lutz Borck)

Airbus completed a successful first test flight of the A321XLR in Germany, the Toulouse-based aircraft manufacturer announced Wednesday.

The A321XLR is the latest extra-long range variant of the Airbus A320 family that features a 700 nautical mile increase over the A321LR. During the maiden flight, lasting 4 hours and 35 minutes, the Airbus test pilots and engineers evaluated the aircraft’s “flight controls, engines and main systems, including flight envelope protections, both at high and low speed,” according to the company.

Three fully-instrumented A321XLRs using CFM’s LEAP-1A and Pratt & Whitney’s GTF engines are being evaluated as part of the flight test campaign that will also use one A321neo prototype in the earlier phases.

The flight test instrumentation inside the A321XLR cabin featured in a presentation shared by Airbus.

Airbus developed the XLR with a focus on maximizing commonality with the rest of the A321 family, introducing only changes necessary to achieve the longer range. Among those changes are a permanent rear center tank to hold more fuel, modified landing gear to improve maximum takeoff weight to 111 tons and an optimized wing trailing-edge flap configuration to preserve the same take-off performance and engine thrust requirements as the A321neo.

Philippe Mhun, Airbus EVP Programmes and Services, described completion of the first test flight as a “major milestone for the A320 family.”

“With the A321XLR coming into service, airlines will be able to offer long-haul comfort on a single aisle aircraft, thanks to its unique Airspace cabin,” Mhun said.

Leading up to the first flight of the A321XLR in Germany, engineers back at the Airbus headquarters in Toulouse have been virtually testing the aircraft systems in a laboratory filled with numerous racks containing modules that are identical to those inside the avionics bays of the three A321XLR flight-test aircraft. The modules are directly linked to the company’s Development Simulator, “S22,” allowing the engineering test pilots to validate the A321XLR’s “modified flight control system laws, in specific conditions—such as during flare or during high-speed flight,” according to Airbus.

Middle East Airlines (MEA) is the launch customer for the A321XLR, which has amassed 500 orders from more than 20 customers, according to the latest aircraft order data released by Airbus.

MEA’s first A321XLR is expected to be ready for passenger-carrying flights by 2024.

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Overair Just Received $145 Million in Funding for eVTOL Development

Overair announced this week that it has received $145 million in funding from Hanwha to continue development of its Butterfly eVTOL aircraft. (Photo courtesy of Overair)

Overair, the Santa Ana, California-based electric vertical take-off and landing (eVTOL) startup, just announced that it is receiving $145 million in funding for continued eVTOL development. The funding comes from the aerospace division of Korean conglomerate Hanwha Systems. Overair plans to fly a prototype of its eVTOL, called Butterfly, next year.

Josh Aronoff, Head of Business Development for Overair, spoke to Avionics about the new funding and the progress made with Butterfly so far. “Financing should support strategy and never vice versa,” he remarked. For Overair, their strategy is “to build not just a superior aircraft but a superior aircraft company.”

Overair originally began as a spinoff of Karem Aircraft in 2018. Aronoff explained, “When Uber started populating this concept of urban air mobility [UAM] using electric VTOL aircraft with batteries that aren’t that great in terms of energy density, the efficient VTOL propulsion IP happened to be a great fit.”

The company has taken the IP surrounding VTOL propulsion that it owns to work towards its objective of operating aerial ridesharing services in densely populated urban areas. The company first revealed the design of Butterfly last August, sharing that the vehicle would employ a vectored thrust configuration to enhance efficiency in flight.

Overair’s commercial strategy is to be a fast follower, said Aronoff. He acknowledged that Butterfly will not be the first eVTOL aircraft to achieve certification. Their team instead focuses on building a capable aircraft designed for a long-term market that will take the most efficient path to certification. Part of the reasoning for this strategy is the company’s belief that all of the necessary infrastructure and airspace management will not immediately be ready when the other eVTOL developers receive certification.

The team is currently wrapping up propulsion testing, which commenced in January, evaluating the propulsion system’s performance at flight speeds—both in vertical and forward flight mode. The resulting data is pushed to Overair’s engineers in Santa Ana as they continue development.

“We are now shifting gears to integrating our prototype, which will be flying mid- to late next year. Part of being on the most efficient path to certification is building a prototype at the point in time in the development program that allows the engineers to get the most out of it,” he explained.

“The utilization of aircraft is really driven by performance metrics that people aren’t focused on yet,” Aronoff commented. The design of the Butterfly eVTOL is unique—in particular, the rotors on the aircraft are quite large. This offers Overair significant power margins, even with weak battery cells, to enable all-weather operations. The larger rotors spin more slowly and have a lower disc loading, he added, and they have a low noise profile.

The team at Overair expects their aircraft to be the most capable eVTOL for less-than-ideal environmental conditions. “When it’s not nice and sunny outside, are you going to be able to make your flight with the eVTOL when you planned your schedule around the 15 minutes it takes?” asked Aronoff.

In addition to integrating their prototype, Overair is focusing on downselecting suppliers for their eVTOL’s major aircraft systems like the fly-by-wire system, flight control computers, and other avionics, Aronoff stated. “Hanwha Aerospace will be developing our prototype battery packs and electric motors,” he added. Hanwha offers Overair more than just the $145 million in funding. The conglomerate is considered a global leader in ancillary UAM services, Aronoff said, such as communications, connected vehicle, and ground infrastructure systems.

Having Hanwha as a strategic partner has enabled Overair to focus on the engineering and technical development side of the business as well as building out the Overair facilities. The headquarters are located in Santa Ana, California, and they have a flight test facility complex in Victorville.

Overair has also been working in collaboration with Bristow Group, a global provider of sustainable vertical flight solutions, since the two companies announced the signing of a Memorandum of Understanding (MOU) last December. In addition to contributing to development of a framework for growing operations, Bristow placed a pre-order for up to 50 Butterfly eVTOL aircraft.

According to Aronoff, the team’s main technical achievement so far has been the full-scale propulsion testbed. Because the rotors are so large—the diameter measures 20 feet wide—the testbed is too big to test in wind tunnels. Instead, Aronoff shared, they are testing it out in the desert at their flight test facility. This is “extremely useful to validate all of our modeling, thrust metrics, sound metrics, everything.”

The company has previously stated that it expects to achieve certification in 2025 and launch commercial services in 2026. Aronoff confirmed that their timeline is in the mid-2020s, although there has been a lot of recent uncertainty around the FAA’s exact process for certification, he noted. However, the FAA “has been very outspoken to say that it will not delay the timeline” for eVTOL certification.

The post Overair Just Received $145 Million in Funding for eVTOL Development appeared first on Aviation Today.

Joby Receives Part 135 Certificate From FAA Ahead of Schedule

Joby Aviation announced that it has received its Part 135 Air Carrier Certificate from the FAA. This has been “a key priority for Joby’s air operations team,” according to a company representative. (Photo: Joby Aviation)

The Federal Aviation Administration has awarded Joby Aviation a Part 135 Air Carrier Certificate, permitting Joby to begin commercial operations of its electric air taxi. The company originally expected to receive the certificate for its vehicle—an electric vertical take-off and landing (eVTOL) aircraft—in the second half of this year. Earning the FAA’s Part 135 Air Carrier Certificate is necessary for developers of eVTOL aircraft and uncrewed aircraft systems (UAS) in order to begin operations in the U.S.

“Receiving our Part 135 Certificate has been a key priority for Joby’s air operations team,” a representative from Joby told Avionics International, explaining how they achieved this milestone ahead of schedule. “The work on our certificate also fit the FAA’s timing well.”

Joby’s team expects to begin passenger-carrying operations in 2024. After receiving the Part 135 Certificate, the representative shared, they will now place their focus on developing operational experience and validation of their supporting software.

Joby’s second pre-production eVTOL prototype has already performed numerous tests—both flight tests and ground-based taxi testing. This prototype was awarded the FAA’s Special Airworthiness Certification and also received airworthiness approval from the U.S. Air Force. And just a few months ago, in March, Joby announced completion of its first Systems Review and Compliance Review and the FAA’s approval, as well as the start of manufacturing its first production-intent aircraft at its facility in Marina, CA. Joby also shared in March that it had begun the fourth of five stages necessary to receive the Part 135 Certificate. The eVTOL developer initially applied for the certificate in June 2021.

For the remainder of 2022, Joby’s efforts will be geared towards three objectives, the representative explained: aircraft certification, scaling manufacturing, and preparing for commercial operations.

To support Joby’s pursuit of type certification for its aircraft, the company recently announced its acquisition of Avionyx, an aerospace software engineering firm. Through this acquisition, Joby will integrate Avionyx’s team with its own. Avionyx offers Joby extensive experience in software development and verification in accordance with the FAA’s airworthiness standards.

Joby’s spokesperson offered an update on manufacturing of its first production-intent aircraft: “We continue to make good progress with the majority of the large composite parts already manufactured and work underway on the tail and wing structural assemblies.”

“We will use the Part 135 certificate to exercise the operations and customer technology platforms that will underpin our multi-modal ridesharing service,” the representative stated, “while also refining our procedures to ensure seamless journeys for our customers.”

Archer Aviation, another U.S. eVTOL developer, is in the process of working to complete the G-2 Means of Compliance with the FAA. Archer’s team expects to achieve this by the end of 2022. In a letter to shareholders, the company announced last year that “we anticipate receiving our Part 135 Certification, a critical certificate which is required for the commercial operations of our aircraft, in 2024.”

In addition to working towards FAA certification of its aircraft for operations in the U.S., Joby is collaborating with ANA HOLDINGS, the parent company of All Nippon Airways (ANA), to bring eVTOL operations to Japan. The joint efforts were announced earlier this year. Joby and ANA will coordinate for a range of activities including infrastructure development, pilot training, and air traffic management. The collaboration will also explore the regulatory requirements for operating Joby’s eVTOL in Japan.

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AutoFlight Releases Test Flight Footage of Its Second Proof-of-Concept eVTOL

In newly released video footage, AutoFlight demonstrates a successful transition test flight of its second proof-of-concept eVTOL aircraft. (Photo, courtesy of AutoFlight)

The company AutoFlight, electric vertical take-off and landing (eVTOL) aircraft developer, released a new video of its Prosperity I vehicle’s full-scale, proof-of-concept test flight last week. Mark Henning, Managing Director of AutoFlight Europe, told Avionics International in an interview that its aircraft have completed more than 200 tests, and the configuration of Prosperity I will be finalized by the end of this year.

“The most important design goal for Prosperity 1 is a very low total cost of ownership,” said Henning. He sees this as one of the key competitive advantages of AutoFlight’s aircraft. All of the components that they procure must be cost-effective, he added. This advantage is also somewhat of a challenge when it comes to deciding what to develop and build in-house at AutoFlight, and what components should be purchased from suppliers. With so many parts, including ten motors on the aircraft—eight for lifting vertically and two for propelling the aircraft forward—it makes a difference if a component costs €10,000 or €20,000, Henning explained.

The Prosperity I has a 200km range, a 180km/hour cruise speed, and the capacity to carry three passengers in addition to a pilot. Their “lift and cruise” configuration is designed to be mechanically simple, “which is important for flight safety, weight, and production cost,” Henning noted. “It’s very low-cost for maintenance—virtually no gears or mechanical components.” In the transition phase, the propellers for vertical lift are switched off and the aircraft enters fixed-wing flight mode.

The proof-of-concept aircraft performs vertical take-off in the above photo, taken from the video footage of the eVTOL’s transition test flight. (Photo courtesy of AutoFlight)

In Shanghai, AutoFlight has a facility for rapid prototyping where they built and flew a proof-of concept (POC) aircraft at the end of 2021. The successful transition test flight of POC #1 was announced in February, making AutoFlight one of the first eVTOL developers to complete a transition flight. Their POC #2 is the model featured in the announcement last week, and the aircraft can be seen completing a full test flight in the accompanying video footage. According to AutoFlight, the updated model includes upgraded lift and cruise configuration, optimized lifting propellers, and enhanced efficiency in hover and cruising modes.

Although the video of AutoFlight’s POC #2 transition test flight was just released last week, the team has performed at least 30 successful flight transitions in the last several weeks. Production of the POC #2 began in January. At that time, AutoFlight also announced the establishment of its first location in Europe. Henning, formerly a manager at Airbus, leads a team at Autoflight’s R&D and certification center in Augsburg, Germany.

“We are now testing a single propeller configuration versus a twin pusher propeller,” Henning shared. “It’s more efficient, lower in weight, and it’s less noisy.”

He noted that their POC aircraft are all built in full-scale configurations for flight testing “because the aerodynamics and loads are not linear. You cannot extrapolate from what you are testing [at subscale] because it’s nonlinear.”

“We are trying to solve society’s transportation problems, and the first markets pushing for AAM/UAM solutions are going to be mega cities,” said Mark Henning, Managing Director of AutoFlight Europe, in discussing where they plan to launch the Prosperity I eVTOL aircraft. (Photo courtesy of AutoFlight)

Once the design configuration is finalized, AutoFlight’s team will apply for type certification with the European Union Aviation Safety Agency (EASA). Says Henning, “The plan is to finish certification at the end of 2025, to field the first aircraft with customers in 2026.” For certification testing, the team will build multiple conforming aircraft prototypes.

AutoFlight’s eVTOL aircraft has a full authority fly-by-wire avionics and flight control system. “These kinds of aircraft have peculiar control laws which have to be implemented and developed ourselves,” Henning explained. They have used both proof-of-concept aircraft to develop the control laws, he continued, that have to be implemented in the flight control system. This is something that all eVTOL developers must complete, he noted, and none have yet certified this kind of system with either EASA or the FAA.

Check out the video featuring the test flight of AutoFlight’s second proof-of-concept eVTOL aircraft below:

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US Air Force to Upgrade C-5M Super Galaxy Cockpit Controls and Displays

The largest cargo aircraft in the United States Air Force will undergo an avionics modernization program, including a high-resolution, large area cockpit display system from Intellisense. (Photo courtesy of Intellisense)

The U.S. Air Force is upgrading its fleet of C-5M Super Galaxy Transport aircraft with new cockpit displays under a recently announced contract with Intellisense Systems, a Torrance, California-based supplier of aircraft sensing and display electronics.

According to a June 7 announcement from Intellisense, the contract will provide “Replacement Multi-Function Controls and Displays” (RMCD) for the military cargo transport planes. Intellisense will replace the C-5M’s existing displays with an upgraded version of the video display terminal or VDT-1209s that is currently in operation on the MC-130J.

Some of the details on the upgrade released by Intellisense confirm that the upgrade will be enabled by the PU-3000 multicore avionics computer first introduced by CMC Electronics last year. This selection of the PU-3000 comes a year after it became the industry’s first avionics computer to use multicore processors certified to design assurance level (DAL) A, the highest level of assurance requirements imposed by civil aviation authorities for safety critical aircraft hardware and software.

The video display terminal, VDT-1209, developed by Intellisense, will replace the existing displays on the C-5M fleet. (Photo courtesy of Intellisense)

The existing C-5M cockpit configuration includes six multi-function smart displays that provide the pilot, copilot, and flight engineers with primary flight and navigation information, according to Intellisense. All six displays will be replaced with the company’s large-format 15-inch display and three separate GPU line-replaceable units (LRUs).

There are currently 52 total C-5Ms in operation by the Air Force. At a length of 143 feet and 9 inches, and maximum takeoff weight of 840,000 pounds, it is the third largest aircraft in the world and the largest in the Air Force inventory.

Airmen assigned to the 22nd Airlift Squadron from Travis AFB, Calif., offload 120,000 pounds of cargo from a C-5M Super Galaxy on April 1 at Joint Base Pearl Harbor-Hickam, Hawaii. (Photo courtesy of U.S. Air Force)

Lockheed Martin first started delivering the C-5M to the Air Force in 1970, and the aircraft has undergone several avionics refresh programs over its 50-year lifespan. The most recent one includes development work that first began in 2014, and continued into the 2020s, with the Air Force’s fiscal 2021 budget request including $50 million dedicated to communication, navigation, and surveillance/air traffic management (CNS/ATM) upgrades, according to previous reporting from Defense Daily, a sister publication to Avionics International.

Jack McParlane, director of business development in Intellisense’s airborne systems department, in a statement, called the C-5M RMCD win “an important step” for the company. “Not only will we be providing a Primary Flight Display for an essential USAF aircraft, but we will also be integrating and delivering the full C-5M cockpit display system, including state-of-the-art, multicore avionics computers from CMC Electronics,” he said. “The program scope further demonstrates our ability to address flight-critical avionics beyond just displays.”

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Inmarsat Tests Signals for United Kingdom Positioning, Navigation and Timing System

A computer-generated rendering of the Inmarsat-3 spacecraft. (Photo, courtesy of Inmarsat)

A team of U.K. companies led by Inmarsat has broadcast a satellite navigation signal in a project to explore a United Kingdom sovereign positioning, navigation and timing (PNT) system. Inmarsat announced Wednesday the signal is stable and operational, enabling on-going testing and validation by industry, regulators, and users.

The United Kingdom is no longer part of Europe’s Galileo satellite navigation system after leaving the European Union, and cannot use the European Geostationary Navigation Overlay Service (EGNOS) safety of life services, which provide GPS for airport approach and landing operations for aircraft.

Inmarsat is testing a potential sovereign solution, the UK Space Based Augmentation System (UKSBAS), with British partners Goonhilly Earth Station Limited and GMVNSL Limited. UKSBAS repurposes the SBAS transponder on Inmarsat’s I-3 F5 satellite located at 54 degrees West. Inmarsat announced the project in December 2021.

Inmarsat said UKBAS is designated to provide more precise navigation for maritime and aviation users in U.K. waters and airspace, increasing accuracy in positioning to a few centimeters of accuracy rather than the few meters provided by standard GPS.

Nick Shave, vice president of Strategic Programmes for Inmarsat Global Government said the program allows Inmarsat to extend the live of its I-3 F5 satellite, two decades after its launch.

“We look forward to exploring the potential for this project and the benefits it could deliver to the U.K. with more precise, high-integrity, resilient navigation services, whilst also exploring future capabilities on new satellites through Inmarsat’s fully funded technology roadmap. This work also has the potential to be exported to other nations around the world, benefitting the U.K. economically as well as technologically,” Shave said.

This article was first published by Via Satellite, a sister publication to Avionics International, it has been edited, to view the original version, click here.>>

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Raytheon Technologies Moving Global Headquarters To Northern Virginia

Raytheon Technologies on Tuesday, June 7, announced that it will establish its global headquarters in Arlington, Virginia. (Photo, courtesy of Raytheon Technologies)

Raytheon Technologies on Tuesday said it will establish its global headquarters in Northern Virginia, close to many of its government customers in the Washington, D.C., area, a move that follows Boeing’s decision a month ago to relocate its corporate headquarters to the region.

Raytheon said it will be moving to Rosslyn, an area of Arlington Virginia across the Potomac River from Washington and the same neighborhood as its Intelligence & Space operating segment. The company is currently headquartered in Waltham, Mass., near Boston. Collins Aerospace, Pratt & Whitney, Raytheon Intelligence & Space and Raytheon Missiles & Defense are the four individual business units overseen by Raytheon Technologies Corporation, according to the company’s website.

“The location increases agility in supporting U.S. government and commercial aerospace customers and serves to reinforce partnerships that will progress innovative technologies to advance the industry,” Raytheon said. “Washington, D.C., serves as a convenient travel hub for the company’s global customers and employees.”

Boeing in early May said it would be moving its headquarters from Chicago to Arlington, where its defense business is based. Boeing also said it would create a research and technology hub as well in the Washington area.

General Dynamics and Northrop Grumman are also based in Northern Virginia and Lockheed Martin is headquartered in Bethesda, Md., adjacent to the beltway around Washington. These three companies combined with Boeing and Raytheon make up the five largest U.S. defense contractors.

Raytheon said that it already employs about 130 corporate staff in Rosslyn and doesn’t expect personnel there to increase significantly with the establishment of the new global headquarters. The company will slightly increase its leased space in Rosslyn.

Raytheon has a substantial operational presence in Massachusetts and will maintain its presence in the state and in Waltham. The company said the new global headquarters won’t impact its employee totals in Massachusetts or Virginia.

In the internet era, combined with the workforce shocks of the COVID-19 pandemic, many private and public sector employees and leaders have shifted to a hybrid work model that includes home and traditional offices, and some employees are fully remote, with less frequent office visits.

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

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