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U.S. Air Force Kicks Off Launch Control Center Block Upgrades for Minuteman III

The U.S. Air Force 90th Missile Wing at F.E. Warren AFB, Wyo. and Northrop Grumman [NOC] began Launch Control Center Block Upgrades (LCCBU) this month to modernize support equipment for the Boeing [BA] Minuteman III ICBMs, the 90th Missile Wing said.

The effort began at the Kilo-01 missile alert facility (MAF) near Dix, Neb. and is to extend to 14 other launch centers.

Northrop Grumman on Feb. 1, 2021 and March 17 last year won two contracts that could be worth about $38 million for LCCBU. That work is set to finish by July 17, 2023.

A Northrop Grumman field technician secures the new Launch Control Center printer on Dec. 2 at the Kilo-01 Missile Alert Facility near Dix, Nebraska. (U.S. Air Force Photo)

Kamala Parker, Northrop Grumman LCCBU program manager, said in a 90th Missile Wing statement that the Kilo-01 MAF was the company’s “first operational install for this program, and we have gone through a lot of development and production, so being in the deployment stage now is a big deal.”

“Much of the equipment in the LCCs has been operational since Minuteman III came online roughly 50 years ago,” per the 90th Missile Wing.

“The block upgrade program is designed to replace antiquated or obsolete equipment and support the weapon system with newer technology. The LCCBU effort is focused on upgrades to the journal memory loader and printer, as well as replacing the floppy disc drive with a flash data drive. Additionally, the LCCs are getting upgrades to the oxygen regeneration unit, which is responsible for generating breathable air in the event of a strike on the MAF,” the 90th Missile Wing statement continued.

LCCBU is to last until the Air Force retires the Minuteman III fleet by the mid-2030s or earlier.

The Minuteman III upgrades come as the Air Force plans to convert 450 Minuteman III silos to accommodate the Northrop Grumman LGM-35A Sentinel next generation ICBM.

Last month, Pittsburgh’s Gecko Robotics said that the Air Force Nuclear Weapons Center awarded the company an 18-month, $1.5 million Phase 2 Small Business Innovation Research contract to aid the Air Force in the planned Minuteman III-Sentinel silo conversion (Defense Daily, Nov. 29).

“Under the new contract, Gecko Robotics will integrate state-of-the-art concrete evaluation technology into their fleet of crawling robots,” the company said. “The hardware and software components together will provide the capability to rapidly assess concrete and steel liners in ICBM launch facilities. The ability to rapidly assess the current infrastructure of launch facilities is paramount to ensure a smooth transition to the Sentinel program and transition to a modernized sustainment program.”

In June, the Air Force Nuclear Weapons center at Hill AFB, Utah awarded BAE Systems an up to $12 billion contract for ICBM support through 2040 (Defense Daily, June 24).

Under the cost-plus-award-fee contract for the Integration Support Contract (ISC) 2.0, BAE will serve as the lead systems integrator and will complement government personnel in providing ICBM systems engineering, integration, and professional services.

BAE was the incumbent and won the approximately $534 million ISC contract in July 2013.

For ISC 2.0, BAE beat out four other offers, which included one from Integrated ICBM Support Services, LLC—a joint venture formed last year among Amentum, Apex Systems and Leidos [LDOS] (Defense Daily, Feb. 10, 2021).

The ISC 2.0 contract will support the aging Minuteman III ICBM force and the Sentinel, which may become operational in 2029 and remain so until 2075.

Northrop Grumman and Bechtel, which is to build the required LGM-35A infrastructure required for the 450 silos, may use predictive data to keep the Sentinel program on track.

An Air Force competition for the data layer for the 450 Sentinel silos may kick off next September.

In August last year, the Air Force Nuclear Weapons Center said that it had contracted with the Virginia-based Sabel Systems to create a “Teamcenter” hub to consolidate and organize data, enable enterprise-wide workflows, and “visualize” the health of the Minuteman III fleet, as the Air Force begins the transition to Sentinel.

This article was first published by Defense Daily, a sister publication to Avionics International; it has been edited.

The post U.S. Air Force Kicks Off Launch Control Center Block Upgrades for Minuteman III appeared first on Avionics International.

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Rolls-Royce Finishes Building UltraFan Demonstrator Engine

The UltraFan demonstrator engine (Photo: Rolls-Royce)

Rolls-Royce has wrapped up construction on their innovative UltraFan® engine. The UltraFan runs on 100% sustainable aviation fuel and includes technology that enhances fuel efficiency. This milestone is not only celebrated by the Rolls-Royce team but by the larger aviation community since it’s a much-needed step toward net neutral aviation.

Like many companies, Rolls-Royce is wrapping up their 2022 work year. Their civil aerospace department’s wrap-up project was the UltraFan engine. The team finished its construction earlier in December.

The UltraFan is designed to run on 100% sustainable aviation fuel. It also includes scalable technology which could work in both narrow-body and wide-body aircrafts. The new design is unlike any other engine on the market, and it possesses more eco-friendly technologies. The design and new technologies provide a 25,000- to 110,000-pound thrust that can improve fuel efficiency by an additional 10%.

Unlike the first generation of the Trent engine, the UltraFan will have a 140-inch diameter, resulting in a 25% increase in fuel efficiency—even if normal fuel is used instead of 100% sustainable fuel.

The UltraFan engine isn’t quite ready to launch just yet, but it can help other aircraft on the path to net zero aviation. In the near future, technologies from this engine could be transferred to others to reduce emissions and increase fuel efficiency.

But before the full power of the UltraFan can be realized, Rolls-Royce must do testing on the engine. The team has moved the engine from the workshop to Testbed 80 in Derby, UK, and expects to carry out the first test early next year.

Testbed 80, the largest smart testbed in the world, was custom-built for this project in 2020. While customized to accommodate the size of the UltraFan demonstrator, Testbed 80 has tested other engines over the past few years.

If testing is successful, UltraFan could be a key factor on the path to net zero aviation. Backed by the state of Bradenburg in Germany, the UK’s Aerospace Technology Institute, Innovate UK, and the EU’s Clean Sky program, this engine has the potential to transform aviation.

“The next stage will be to see UltraFan run for the first time on 100% sustainable aviation fuel in 2023, proving the technology is ready to support more sustainable flight in the future,” said Chris Cholerton, President of Rolls-Royce Civil Aerospace, in a recent press release.

This project is a monumental way to end the year. It’s a step toward a future where flights have lower emissions and are more fuel efficient.

The post Rolls-Royce Finishes Building UltraFan Demonstrator Engine appeared first on Avionics International.

EUROCONTROL Publishes Think Paper on Air Traffic Controller Mobility

Eurocontrol recently released a think paper on whether improving air traffic controller mobility could improve capacity and scalability for airlines. (Photo: Eurocontrol)

Air traffic controllers are soon likely to get the same convenience as remote workers since Eurocontrol, the European Organization for the Safety of Air Navigation, sees remote air traffic control as a solution to the unpredictable demand within European airspace.

Being an air traffic control operator (ATCO) can be an intense and stressful job. Still, it is nonetheless one of the most necessary jobs in the aviation industry because without it, air travel would not be feasible or safe.

Recently, the commercial aviation industry in Europe has been suffering financial losses due to ATCO capacity and staffing issues. Airline businesses are losing both time and money, and Eurocontrol is investigating a potential solution: implementing more air traffic control operator mobility.

The implementation of increased ATCO mobility could create a more dynamic and adaptable air navigation service in European airspace. Traditionally, ATCO mobility refers to a staff member physically relocating to another airport, or more specifically, an air control center (ACC).

ATCOs are responsible for air traffic flow management (ATFM), which is the process of organizing and directing incoming/outgoing air traffic. An ATFM delay, for example, could be an aircraft maintaining a holding pattern around the airport for an extended period of time. This is not ideal due to the fact that the airliner is burning fuel and wasting time.

In Eurocontrol’s recent Think Paper, from January to November 2022, they determined that out of the 15.7 million minutes of ATFM delay time, 47% of that time was due to ATCO capacity and staff shortages. “ATC staff shortages amounted to 7.43 million minutes for the first 11 months of 2022. Using the European airline delay cost value of €109/minute of delay, this has cost airlines over €800 million so far in 2022,” Eurocontrol established. In U.S. dollars, that is about $116/minute, or a total of $851 million.

The problem lies in that the demand for ATCOs can rapidly change throughout the course of the week or even the day. A more responsive solution than physically relocating ATCOs would clearly be beneficial.

Hence, Eurocontrol introduced the idea of Cross-border ATC Provision. With the help of modern technology, ATCOs can control airspace remotely from an ACC that is not actually near the airspace. Within Europe, states under specific agreements and proper legislation would then have the ability to control one another’s airspace if necessary.

Eurocontrol explained, “Scalability is an attractive feature of this approach as it gives flexibility to assign controllers to the sectors where the need is the greatest at any given moment, irrespective of the national boundary or ACC in which the controller is located.”

By implementing cross-border ATC provision, European airspace will become more dynamic to the seemingly unpredictable demand for air traffic control. A given sector may not have much air traffic and those ATCOs could be utilized more efficiently by reassigning them to busier airspace. In practice, this would reduce delay times and allow for a more economically efficient system.

In Europe, there are already air navigation service providers (ANSPs) that are implementing cross-border ATC provision. As mentioned in Think Paper, Maastricht UAC, Netherlands has been utilizing ATCO mobility for 50 years. The Maastricht UAC is “managing air traffic in the upper airspace of Belgium, Luxembourg, The Netherlands and the north-west of Germany.” Interestingly, the delegation of airspace is cross-border, but all of the ATCOs are stationed within Maastricht, providing remote airspace coverage.

Implementing cross-border ATC provision is no easy task, however. Among countries, there is a concern of national security, “Under the Convention on International Civil Aviation, each State has complete and exclusive sovereignty over the airspace above its territory,” Eurocontrol acknowledged. The European Commission Regulation has established a common licensing scheme to allow for a “mutual recognition of licenses and facilitate the free movement of air traffic controllers across Europe,” which aims to standardize air traffic control and eliminate knowledge barriers.

ATCO conversion training should also be optimized; by reducing the time it takes to convert ATCOs to a different kind of airspace, it will encourage ATCO mobility. Conversion training is when an ATCO “continues to work in the same airspace sector but something fundamental has changed.” If an ATCO was managing the approach sector of an airport and moved to the tower sector, this would require conversion training.

This isn’t very straightforward, though. “When an ATCO converts from one set of sectors to another, the length of time it takes is dependent on a number of factors that affect the philosophy of how the airspace is managed.”

Although only time and implementation will indicate whether it is a viable solution, ATCO mobility might be the future of airspace management. Eurocontrol anticipates the potential for a more efficiently maintained airspace in Europe that will not only remain safe but also reduce downtime and save money.

The post EUROCONTROL Publishes Think Paper on Air Traffic Controller Mobility appeared first on Avionics International.

Q&A With Inmarsat’s Director of Air Traffic Services

Inmarsat’s Director of Air Traffic Services, Lisa Bee, recently spoke with Avionics International to discuss the Iris program in-depth as well as Inmarsat’s approach to ATM. (Photo: Inmarsat)

Inmarsat leads the Iris Air Traffic Management (ATM) program with the European Space Agency. Inmarsat and the ESA signed a contract in June 2022 to begin a new phase called Iris Global, which will expand the ATM program beyond Europe and accelerate the modernization of ATM.

In November 2022, Inmarsat and the ESA chose TXT Group as the latest partner to join the Iris program. The Electronic Flight Bag (EFB) application developed by TXT, called the Pacelab Flight Profile Optimizer, or FPO, will support the Iris program with recommendations for cost-efficient methods to operate flights. The FPO uses vertical and lateral route optimization to incorporate passenger comfort, on-time performance, and operational considerations.

Avionics International caught up with Lisa Bee, Inmarsat’s Director of Air Traffic Services, recently to learn more about the Iris program and Inmarsat’s approach to ATM.

Avionics: Could you share some details about your background?

Lisa Bee: I am an ex-FAA air traffic controller. I worked on developing requirements and operational test and evaluation programs. I work a lot right now in the regulatory space for Inmarsat, and I deal a lot with ICAO panels. I also work with ICAO regional air traffic services coordinating groups on how these regional groups are going to operate together and harmonize their technologies and their operations.

What exactly is the Iris program?

Bee: Our Iris programme is our next-generation satellite communications program. It’s an enabler for global air traffic modernization. These are operating concepts that are captured by ICAO in their Aviation [System] Block Upgrades and their global air navigation plans. The concepts for modernization have been embraced by different signatures to ICAO.

Iris is really the set of tools that will enable trajectory-based operations and those kinds of capabilities. It’s a secure, digital communication capability. It’s built on our ELERA satellite communications network, which is an L-band network. It provides data link communications, controller-pilot data link communications, ADS-C surveillance, as well as secure prioritized background IP capabilities, and it also supports voice capabilities.

Where our legacy satellite communications is on the FANS [Future Air Navigation System] network, Iris is basically built on our SwiftBroadband-Safety network. Iris brings that over to the aeronautical telecommunications network [ATN]. The Iris program enables satcom on the ATN to meet the requirements for domestic communications. Previously for aeronautical safety, satcom had been used primarily in oceanic and remote regions. Iris now brings satcom to meet domestic, continental needs.

What progress has been made with Iris?

Bee: Inmarsat has been working on the Iris project since 2014. That’s when the ESA selected us as a partner. We’ve been working to develop the satcom capability, and it’s built on our SwiftBroadband-Safety 2.0 system. The Iris capability takes that and transitions it to the ATN—for Europe, it’s ATN OSI. We’ll be able to provide higher-speed, higher-capacity data link capabilities that support the 4D trajectory data link—an expanded message set for controller-pilot data link communications and the ADS-C extended projected profile. Those are enablers for trajectory-based operations, or TBO. Also, with the Secure IP channel, we can support applications like the Pacelab Flight Profile Optimizer, and other types of EFB applications. What you have now is this really great capability for the airline operations centers, pilots, and the air traffic management system to communicate with each other—a much higher level of information exchange and situational awareness, and that enables much more efficient flight profiles.

Where is the team at in terms of development?

Bee: We’ve been working for a number of years and conducted a number of flight trials. In November, Airbus certified the lightweight cockpit satcom terminal, the Iris terminal, on easyJet. EasyJet certified that terminal on an Airbus 320neo. We expect to begin commercial flights with those aircraft in early 2023. EasyJet is planning to equip up to 11 Airbus A320neos. We’re on schedule right now for EASA service certification around March 2023.

As soon as the flights are capable and the service is certified, we’ll have basically a pan-European service that’s available for implementation. It will operate anywhere it’s adopted within Europe. It doesn’t require any additional existing ground infrastructure; it’s just plugged right into the aeronautical telecommunication network. Modifications are complete to support this service.

Have there been any obstacles or challenges related to the work with easyJet?

Bee: No specific obstacles. Any time you do technical development, there are going to be issues. We’ve been working very effectively together with easyJet. They have some very ambitious objectives to make their fleet more efficient. They just recently came out with a roadmap to net zero by 2050. They are probably considered the most efficient airline in Europe.

Are there any ongoing efforts or projects that you could share details about?

Bee: We recently launched, with the European Space Agency, the Iris Global program. That will be to transition it to a global standard—ATN/IPS. When that program is complete, it will be capable of providing Iris services anywhere in the world. Because we’ll be enhancing our network to support the IPS standard and because our network is global, it would be immediately available. The timeline for that is around 2027, and that was just announced this year.

How do you see this industry evolving? Have you observed any trends in air traffic management, or any upcoming challenges or opportunities?

Bee: The big concern in the airline industry right now is sustainability and also countering perceptions and concerns about aviation’s contribution to global emissions. I was at the CANSO [Civil Air Navigation Services Organisation] and ATCA [Air Traffic Control Association] World ATM Congress this past spring, and the biggest area of discussion was probably making aviation more sustainable—specifically, how to modernize airspace and bring efficiency to aviation.

For example, the European Commision estimated that aviation probably contributes about 3% of all CO2 emissions in Europe, and about 2% globally. The air traffic/airspace management portion of that contribution is probably somewhere between 5% and 10%. The big concern that I’m hearing in the air traffic arena is what we need to do to address that 10% and to gain 10% reductions in CO2 emissions. The big limiter has been aviation infrastructure. The big push with Iris and trajectory-based operations is to modernize the aviation infrastructure and implement TBO so that flights can be managed more efficiently. Then we can reduce emissions. Iris is the tool for that. That’s the primary message I’m seeing, and, of course, uncrewed aviation and the integration into controlled and uncontrolled airspace.

The post Q&A With Inmarsat’s Director of Air Traffic Services appeared first on Avionics International.

FAA Publishes Proposed Airworthiness Criteria for Archer’s Midnight eVTOL

Archer’s production aircraft, Midnight (Photo: Archer Aviation)

The Airworthiness Criteria for the electric aircraft designed by Archer Aviation have been published by the Federal Aviation Administration. This is an important achievement for the electric vertical take-off and landing (eVTOL) developer on the path to beginning commercial urban air mobility operations in the U.S.

The Airworthiness Criteria are part of the FAA’s process of type certification for special class aircraft. Once the brief period for comments has concluded, on January 19, 2023, the Airworthiness Criteria will be finalized by the FAA.

Archer is working towards certification of its eVTOL aircraft, Midnight, in late 2024. The team plans to launch its network of operations in 2025. Adam Goldstein, Archer’s founder and CEO, remarked in the announcement, “Today’s publication of our Airworthiness Criteria in the Federal Register is further validation of our strategy and our leadership position in the market.”

Eric Wright, Head of Certification at Archer, also commented on the achievement, saying that their commercialization strategy includes synchronization of the aircraft design with the team’s efforts towards certification. “This ‘design for certification’ approach has enabled our timeline by allowing us to prioritize decisions that optimize our aircraft for FAA compliance,” Wright stated.

Powered-lift aircraft are type certified by the FAA as special class aircraft because the agency has not yet established standards in title 14 CFR for powered-lift airworthiness.

(Photo: Archer)

Archer recently achieved the first full transition flight of Maker, its testbed aircraft. This followed shortly after the official unveiling of the Midnight eVTOL, which took place in mid-November 2022.

Last month, the FAA announced the proposed airworthiness criteria for another eVTOL aircraft, which was designed by Joby Aviation. Comments were opened from November 8 to December 8, 2022.

The proposed criteria for Joby’s aircraft in the Federal Register state, “It is designed to function as a helicopter for takeoff and landing and as an airplane cruising at higher speeds than a helicopter during the en-route portion of flight operations.

“The electric engines on the Joby Model JAS4-1 powered-lift will use electrical power instead of air and fuel combustion to propel the aircraft through six 5-bladed composite variable-pitch propellers. The propeller blade pitch is electronically controlled and the blades are asymmetrically spaced around the hub for acoustic noise reduction.”

Archer’s team applied for a type certificate with the FAA for the Model M001 powered-lift aircraft. In the Federal Register, the proposed airworthiness criteria states similar functions for both Joby’s and Archer’s eVTOL aircraft. Archer’s model “uses 12 electric engines powered by onboard batteries for propulsion instead of conventional air and fuel combustion. Six engines with five-bladed variable-pitch propellers are mounted on the forward edge of the main wing, three to each side, which are capable of tilting to provide both vertical and forward thrust.

“The other six electric engines drive two-bladed fixed-pitch propellers and are mounted on the aft edge of the main wing, three to each side; they are fixed in place to provide only vertical thrust. The aft-mounted engines operate only during thrust-borne or semi-thrust-borne flight; in wing-borne forward flight, these engines are switched off and the propellers are faired in line with the aircraft fuselage.”

The post FAA Publishes Proposed Airworthiness Criteria for Archer’s Midnight eVTOL appeared first on Avionics International.

AIR ONE eVTOL Achieves Full Transition Flight

AIR ONE completed its first transition from hover to cruise this week. (Photo: AIR)

The AIR ONE full-scale electric vertical take-off and landing (eVTOL) aircraft performed its first full transition flight this week. The eVTOL successfully transitioned from hover to cruise flight during multiple test flights conducted by the AIR team. The aircraft was fully loaded (1,100 kilograms or 2,425 pounds) during the transition flights.

AIR performed the first hover test of its eVTOL prototype in northern Israel in June. CEO and co-founder Rani Plaut shared with Avionics International that they expect to conduct flight tests with a person inside the aircraft in early 2023. According to the website, the company expects to begin deliveries in 2024 following certification.

The aircraft will be capable of carrying two people at average speeds of about 100mph, with a maximum range of 100 miles on a single charge. The base price of an AIR ONE is $150,000.

“This is a major milestone,” commented Rani Plaut in the press release. “We have transitioned today to forward flight … bringing (closer) our dream of mass production of the AIR ONE.”

“AIR is currently logging valuable flight hours on its full- scale, fully electric prototype,” the company shared in a blog post this week.

The AIR ONE was unveiled in October 2021 as a personal aerial vehicle. One point of differentiation between the AIR ONE and other eVTOL aircraft is that is intended to make flight accessible for regular people. Plaut commented in an interview with Avionics at the beginning of 2022, “Of course, a pilot license is required, but we are aiming for a very low level of training.”

The post AIR ONE eVTOL Achieves Full Transition Flight appeared first on Avionics International.

Developments in eVTOL Aircraft: Highlights from 2022

It has been an eventful year for leading eVTOL developers. Now that 2022 is coming to a close, we’re taking a look back at the progress some of the major players have made in the last 12 months.

Check out some of the highlights in eVTOL aircraft development from 2022. (Photo: Collage of images from Joby, Archer, Lilium, and Volocopter)

Joby Aviation

Joby’s eVTOL in flight (Photo: Joby Aviation)

January: Joby receives both FAA Special Airworthiness Certification and U.S. Air Force Airworthiness Approval for its second pre-production prototype aircraft.

March: Joby completed its first Systems Review and Compliance Review at the end of 2021 and announced FAA approval in March. The Compliance Review assessed the process of development and verification of Joby’s software and airborne electronic hardware. The Systems Review served to evaluate Joby’s approach to developing its aerospace-grade systems and equipment.

May: The FAA has awarded Joby Aviation a Part 135 Air Carrier Certificate, permitting Joby to begin on-demand commercial operations with air taxis.

August: Joby expanded an existing contract with the U.S. Department of Defense. The Marine Corps, Army, Navy, and Air Force will all test Joby’s eVTOL and explore use cases such as emergency medical response.

October: Joby announced completion of the formal application to certify its electric air taxi with the Japan Civil Aviation Bureau. Joby applied specifically for validation of the FAA’s type certification, which the team is currently pursuing.

Also in October, Delta Air Lines entered into a long-term partnership with Joby to launch eVTOL aircraft services. The airline also made an upfront equity investment in Joby totaling $60 million, with the possibility of expanding that investment to $200 million.

Lilium

A rendering of Lilium’s eVTOL aircraft (Photo: Lilium)

May: Lilium announced successful completion of its second Design Organization Approval (DOA) audit by EASA. Lilium is working towards type certification of its eVTOL aircraft, the Lilium Jet, with both EASA and the FAA.

July: In the span of one week, Lilium shared that four companies plan to purchase Lilium Jets—eVTOL aircraft—including Bristow Group, AAP Aviation, ASL Group, and Helity Copter Airlines.

September: Lilium’s technology demonstrator, Phoenix 2, achieved a full transition from hover to wing-borne flight.

October: The airline Saudia signed a Memorandum of Understanding with Lilium, an electric air taxi developer, to develop a network of eVTOL operations across Saudi Arabia. The MoU includes plans for Saudia to purchase 100 eVTOL aircraft.

November: Lilium closed a $119 million capital raise—a concurrent private placement and registered direct offering (RDO). Participants included existing shareholders, strategic partners, and new investors.

Archer Aviation

Archer’s production aircraft, Midnight (Photo: Archer Aviation)

April: Archer and United Airlines formed a joint advisory committee to support Archer’s eVTOL development process with recommendations related to maintenance and operational concepts.

July: Archer selected Honeywell to provide the flight control actuation technology that will go into its eVTOL aircraft. Honeywell has also agreed to provide its Micro VCS thermal management technology.

August: In an exclusive interview with Avionics International, two members of Archer’s design team discuss details about the design process of the interior and exterior of the eVTOL.

The company also announced a $10 million pre-delivery payment from United Airlines for 100 of Archer’s production aircraft in August.

November: After much anticipation, Archer unveiled its production aircraft, Midnight, to the public. Midnight will have the same 12 tilt 6 configuration as the company’s Maker testbed.

Also in November, Archer announced its first eVTOL route in partnership with United Airlines. The route will take passengers to and from Newark Airport and a heliport in downtown Manhattan.

December: Although it was announced in early December, the first successful transition—from vertical lift to full wing-borne flight—of Archer’s demonstrator aircraft actually took place in late November.

Eve Air Mobility

A rendering of Eve’s eVTOL aircraft (Photo: Eve)

May: Eve is listed on the New York Stock Exchange following a business combination with Zanite Acquisition Corp.

July: Eve revealed a full-sized mock-up of the cabin of its eVTOL aircraft for the first time at the Farnborough Airshow. Eve also disclosed the signing of a Letter of Intent with Embraer and BAE Systems that includes a potential order of 150 of Eve’s eVTOLs.

August: Eve announced plans to conduct an urban air mobility simulation using Blade Air Mobility helicopters in September. The simulation took place at a heliport facility in downtown Chicago over the course of three weeks and included passenger flights.

Volocopter

Volocopter’s four-seater, fixed-wing eVTOL aircraft completed its first flight in May. (Photo: Volocopter)

February: ACG (Aviation Capital Group) agreed to coordinate with Volocopter to develop financing solutions to enable Volocopter’s eVTOL sales once its aircraft achieves certification. The agreement covers up to $1 billion in financing sales of Volocopter’s eVTOL aircraft.

May: Volocopter’s four-seater VoloConnect aircraft completed its first flight. The VoloConnect, an electric fixed-wing passenger aircraft capable of vertical take-off and landing, could enter into service as early as 2026.

June: A representative from Microsoft shares details of their collaboration with Volocopter to develop an aerospace cloud system. Microsoft Azure will be used to enable VoloIQ as Volocopter’s digital platform for its UAM vehicles and ground infrastructure.

Also in June, Volocopter commissioned Diehl Aviation to design and produce an optical splitter to provide control information to the 18 rotors on Volocopter’s aircraft. Diehl will develop the Data Concentration Unit (DCU) for Volocopter as well.

Vertical Aerospace

Vertical Aerospace is developing a five-seater eVTOL aircraft. (Photo: Vertical Aerospace)

March: As part of a new partnership, Air Greenland committed to a purchase or lease of eVTOL aircraft from Avolon. The eVTOLs will be manufactured by Vertical Aerospace, maker of the five-seater, zero-emission VX4 aircraft.

July: Vertical selected Molicel to provide battery cells for the VX4 eVTOL aircraft. Molicel, or E-One Moli Energy Corp, will work in coordination with Vertical as a strategic partner to supply high-power cylindrical cells.

August: Vertical Aerospace provided company updates in a letter to shareholders, including plans to perform a series of tethered hover flight tests following receipt of a piloted permit from the UK’s Civil Aviation Authority.

Jaunt Air Mobility

Jaunt leads an infrastructure alliance called Access Skyways. (Photo: Jaunt)

February: Avports and Jaunt signed an MoU to coordinate in the integration of eVTOL aircraft into the aviation ecosystem. Avports joined Jaunt’s infrastructure alliance, Access Skyways, which was created to address some of the critical challenges in urban air mobility. The new partnership will expand Avports’ efforts to introduce an environmentally friendly option for commuting and accelerate progress towards carbon neutrality.

August: Jaunt formed a strategic partnership with MintAir, a South Korean startup developing an advanced air mobility service. MintAir signed a Letter of Intent to purchase up to 40 of Jaunt’s eVTOLs, and the startup will serve as the exclusive partner of Jaunt for the Korean market.

October: The Chief Commercial Officer (CCO) at Jaunt shared his thoughts with Avionics on the company’s progress in developing their eVTOL, partnerships and collaborations, and insights into the AAM industry.

BETA Technologies

U.S. Air Force and BETA Technologies team members walk toward an ALIA aircraft for a flight test on March 9 (U.S. Air Force Photo)

March: Two U.S. Air Force pilots became the first Airmen to fly an electric aircraft with military airworthiness approval—the ALIA, an eVTOL aircraft developed by BETA Technologies. The company hosted this milestone flight at their hangar and testing facility in Plattsburgh, New York.

December: BETA partnered with the National Institute for Aviation Research (NIAR) and the FAA to conduct a 50-foot drop test on a full-scale battery system designed for an electric aircraft. The BETA-designed battery pack absorbed the load with no significant damage at the cell or pack level.

EHang

EHang plans to debut its eVTOL aircraft for passenger flights at the 2025 World Expo. (Photo: EHang)

February: The Civil Aviation Administration of China (CAAC) announced that the Special Conditions for Type Certification of EHang’s EH216-S aircraft have been formally adopted. EHang’s EH216 air taxi, an unmanned vehicle designed for low-altitude passenger transportation in the urban air mobility sector, made its debut in 2019.

August: EHang announced financial results for the second quarter of 2022. Total revenue amounted to $2.2 million (USD), a 152.5% increase from the first quarter of 2022. Net loss increased slightly for EHang’s second quarter, totaling $11 million.

October: EHang signed an MoU with Swire Group subsidiary HAECO Group. The MoU includes plans to partner for manufacturing and assembly of EHang’s autonomous aerial vehicle (AAV), the EH216-S, as well as to continue pursuing airworthiness.

The post Developments in eVTOL Aircraft: Highlights from 2022 appeared first on Avionics International.

FADEC Alliance to Provide Electronic Control System for Sustainable Engine Demo

FADEC Alliance will be developing the electronic control system for CFM’s demonstrator engine. Development work will occur at BAE Systems’ site in Endicott, New York, and Safran’s site in Massy, France. (Photo: CFM International)

FADEC Alliance, a joint venture that includes GE Aerospace, BAE Systems, and Safran Electronics & Defense, recently announced that it will develop the electronic control system for CFM International’s demonstrator engine. The project is part of CFM’s Revolutionary Innovation for Sustainable Engines (RISE) demonstrator program. CFM International is a 50/50 joint company between Safran Aircraft Engines and GE Aerospace.

Experts from GE, BAE Systems, and Safran will work to develop the architecture of the electronic control system as well as requirements for the demonstrator. The participants in FADEC Alliance will also develop multiple subsystems. They will initially work on the development of an expanded control system to enable new interfaces associated with an open fan design. In the second phase, FADEC Alliance seeks to address some of the most important aspects of the advanced systems that will go into the demonstrator engine.

The RISE program is designed to accelerate the maturation of new technologies that are needed for a potential next-generation engine, which CFM is expecting to launch by the middle of the 2030s. The program centers around advanced technologies such as hydrogen propulsion, hybrid-electric capabilities, electrified engine accessories, and open fan architecture.

Steven McCullough, the CEO of FADEC Alliance, commented on the announcement, saying, “We are excited to work with our industry partners on the CFM RISE program and help introduce innovative technologies to set a new bar for future aircraft engine performance and create a more sustainable form of aviation.”

FADEC International focuses on the design and production of Full Authority Digital Engine Controls for engines that power commercial aircraft. The alliance, a joint venture between GE Aerospace and FADEC International, is nearly four years into a 25-year agreement with Lufthansa Technik. As part of the deal, FADEC Alliance supplies engine controls for CFM’s LEAP engines used in the Boeing 737 MAX, Airbus A320neo, and some Comac 919 airplanes.

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Swiss Air-Rescue Service Rega Orders H145 Helicopters

The Swiss Air-Rescue Service Rega placed a second order for five-bladed H145 helicopters that it will operate from its mountain bases. (Photo: Airbus)

The Swiss Air-Rescue Service Rega has recently placed an order for 12 five-bladed Airbus H145 helicopters. These new aircraft, which will fly out of Swiss Air-Rescue’s mountain bases, are replacements for the organization’s aging fleet of AW109SP helicopters. With over 1,600 of the type already flying across the world, the H145 boasts high performance, a quieter engine, and the lowest CO2 emissions out of all of its competitors. This updated fleet brings modernization to Swiss Air-Rescue’s operations and will assist in the over 14,000 missions it performs annually.

The Swiss Air-Rescue Service has shown confidence and optimism in the new helicopter model. In a press release from Airbus, CEO of Rega—Ernst Kohler—explained, “By selecting the five-bladed H145, we are ensuring that Rega will continue being able to provide its patients with reliable and professional medical assistance by air for the next 15 years.”

The updated version of the H145 helicopter sports the latest in Airbus technologies, including an enhanced navigation system thanks to the utilization of new capabilities from Garmin’s Flight Management System GTN750 Xi. This new technology acts as a GPS, NAV, and COMM and is designed as a “slide-in” upgrade that can be made to pre-existing instrument displays.

Customers can enjoy faster rendering of maps and better panning through a touchscreen display. Maps within the display also utilize vibrant colors so pilots can better understand their position relative to terrain and weather, a feature that will be especially useful for the Swiss Air- Rescue during missions in the mountains. Wireless connectivity will also allow pilots to upload flight plans from their mobile device into the navigator.

In addition to a modernized flight management system, installation of Thales’ inertial navigation system will ensure safe flying even if the helicopter loses GPS signal. With improved navigation performance in low IFR conditions, the H145 will now be certified as navigation procedure RNP-AR 0.1. Though equipped with new, more pilot-friendly avionics, the H145 sports improvements well beyond the cockpit. Its five-bladed rotor raises the useful load of the helicopter by another 150kg. Additionally, the new rotor also allows for easier maintenance, better reliability, and improved comfort for passengers.

The new H145 promises to be a good fit for the Swiss Air-Rescue’s fleet. The helicopter has proven its high performance at altitudes (an important trait given the mountain missions it will fly) by landing on the Aconcagua in Argentina—the tallest peak in the western hemisphere. This is a feat no other twin engine helicopter has ever accomplished, giving Airbus and the Swiss Air-Rescue Service Rega confidence that the aircraft will perform well on high-altitude, critical missions. By the year 2026, the Swiss Air-Rescue Rega expects to operate a fleet of 21 five-bladed H145s.

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Senators Push for FAA Evacuation Tests to More Closely Reflect Real-Life Conditions

Senators Tammy Duckworth and Tammy Baldwin call on the FAA to regulate evacuation testing more strictly. Pictured above is Senator Duckworth. (Photo: Chip Somodevilla/GETTY IMAGES)

Senators Tammy Duckworth (D-IL) and Tammy Baldwin (D-WI) introduced legislation last week that would place tighter regulations on Federal Aviation Administration (FAA) evacuation testing, ensuring the tests more accurately reflect real-life conditions. The bill is called the Emergency Vacating of Aircraft Cabin (EVAC) Act.

The current FAA evacuation testing standards were established in 1967 and have not seen any major changes since their inception. The main requirement of evacuation testing, or the “90 second test,” requires that a full plane of passengers and crew be evacuated in 90 seconds or less, a metric assigned to the time it would take for fire to engulf the cabin.

The tests are performed in an empty hangar, with a regulated mix of male and female passengers as well as passengers over 50 years of age. Three life-size dolls must be carried to simulate infants, and 50% of the exits must be blocked. In addition, carry-on baggage and luggage items are placed around the plane to simulate minor obstructions.

Beyond these standards, there is little else to reflect real-life emergency conditions. There is no accounting for disabled passengers, different age groups, additional luggage, emotional support animals, obstructions due to use of under-seat electronics, etc. There is also no smoke used in the tests, and the volunteer participants know what’s coming and are prepared for the “emergency” situation.

The proposed legislation would require the FAA to consider variables such as a passenger’s height and weight, increased quantity of carry-on baggage, passengers with disabilities, and passengers who do not speak English. The bill would also address the fact that airplane seats have changed immensely since the ’70s, yet the FAA test does not account for these changes in their testing. Seats have gotten smaller, the pitch of seats has changed, and seating aisles have become more narrow.

This is not the first time that the federal government has become involved in the conversation about regulating seat sizes. In 2018, Congress directed the FAA to establish minimum seat dimensions for passenger safety. The FAA still has not done so, stating “the Agency has not updated its evacuation standards recently because of high rates of accident survivability.” This “high rate of survivability” is credited to updates and amendments to the design of exit doors and lighting, seat cushion construction to decrease flammability, and changes in design criteria for evacuation slides.

The EVAC Act has already received support from C. B. “Sully” Sullenberger, the United Airlines pilot who landed an Airbus A320 on the Hudson River in 2009 following the loss of an engine after flying through a flock of geese. Sullenberger cites that he has seen “firsthand how challenging it can be” landing an aircraft in an unexpected emergency situation. He supports the bill and the improvements it would make to improve the safety of cabin passengers and crew.

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