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GE Aerospace Awarded Subcontract To Deliver Avionics Systems For Army’s FLRAA

The V-280 Valor. (Bell)

GE Aerospace said Monday it has been awarded a subcontract to deliver avionics systems as part of Bell’s team building the Army’s new Future Long Range Assault Aircraft (FLRAA).

The company noted the avionics work builds off Bell’s prior decision to select GE Aerospace as the “digital backbone” provider for FLRAA.

“Entering this next phase enables us to continue advancing the digital backbone for the U.S. Army’s future vertical lift programs,” Tanika Watson, GE Aerospace’s general manager for future vertical lift, said in a statement. “The digital backbone provides the framework to make aircraft system modifications and realize the benefits of Modular Open Systems Approach designs from the outset of future vertical lift programs.”

Bell’s V-280 Valor tiltrotor aircraft was named the winner of the FLRAA competition in December 2022, beating out a Sikorsky and Boeing team’s Defiant X coaxial rigid rotor helicopter offering for the program to find an eventual UH-60 Black Hawk helicopter replacement.

The Army’s initial FLRAA deal to Bell is worth up to $1.3 billion but could total $7 billion if all options are picked up.

The value of the subcontract award to GE Aerospace announced Monday has not been disclosed. 

Bell announced in September 2023 it had selected GE Aerospace to provide FLRAA’s digital backbone, which it said includes the “Common Open Architecture Digital Backbone (COADB), Voice and Data Recorder, and the Health Awareness System” as part of an “open, scalable, high-speed data infrastructure” for the aircraft.

“The digital backbone will allow customers to make changes to the weapon system without going to the systems integrator, which optimizes the cost and speed of change,” GE Aerospace said on Monday.  “The digital backbone incorporates time-sensitive networking to provide a reliable, high speed data ‘highway’ to meet current and future needs for moving data through the aircraft.”

The Army last August approved the Milestone B decision to move FLRAA into the Engineering and Manufacturing Development phase, to include picking up the next contract option that will cover the build of six prototype aircraft.

“The maturity of the digital backbone for the U.S. Army’s Future Long Range Assault Aircraft was critical to passing Milestone B and entering the engineering and manufacturing development phase of the program,” Matt Burns, GE Aerospace’s general manager for avionics systems, said in a statement. 

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

The post GE Aerospace Awarded Subcontract To Deliver Avionics Systems For Army’s FLRAA appeared first on Avionics International.

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The #1 Pilot Complaint About Avionics—and How It’s Finally Being Fixed

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

Ask any pilot about their biggest frustration with modern avionics, and the answer will be inconsistent air traffic communication. While aircraft avionics have advanced at a breakneck pace, global ATC has not kept up—leading to delays, misunderstandings, and in some cases, dangerous midair confusion.

Different regions use different protocols, forcing pilots to constantly adapt mid-flight. In busy airspace, pilots struggle to get clearance or updates in real-time.

Critical flight data doesn’t always reach pilots fast enough to avoid dangerous situations. Some regions use controller-pilot data link communications (CPDLC) while others rely solely on outdated radio communication.

The good news is, aviation authorities and avionics manufacturers are working on solutions:

• Next-Generation Air Traffic Systems: The FAA’s NextGen and Europe’s SESAR programs are gradually improving coordination, integrating satellite-based navigation for more efficient routing.
• AI-Powered ATC Assistance: AI-driven avionics systems are now helping pilots anticipate ATC commands, reducing midair miscommunications.
• Global CPDLC Expansion: A shift toward data link communication over traditional radio means more reliable transmissions and fewer misunderstandings.
• Fifth Generation (5G) and Satellite Communication Upgrades: More reliable networks are replacing outdated ATC infrastructure, enabling faster data transmission worldwide.

While these solutions are progressing slowly, the goal is clear: create an air traffic system that is as advanced as the avionics it serves. Until then, pilots will continue to face communication headaches in the cockpit, though relief may finally be on the horizon.

The 5G Revolution

The implementation of 5G networks in aviation communication allows for ultra-fast data transfer speeds, enabling real-time transmission of flight data, weather updates, and air traffic management directives.

5G also confers lower latency, which is critical in emergency situations where even milliseconds matter. Another benefit is greater connectivity in high-density airspace, reducing congestion and communication lag between pilots and controllers.

On the other hand, satellite communication upgrades are filling the connectivity gaps left by ground-based systems. Modern ATC systems increasingly rely on geostationary (GEO) and low earth orbit (LEO) satellites to provide global coverage, even in remote oceanic or polar regions where traditional radar is ineffective.

With 5G and advanced satcom, air traffic management is becoming more predictive, dynamic, and automated. The fusion of these technologies enhances trajectory-based operations (TBO). Real-time tracking and predictive analytics optimize flight paths, reducing delays and fuel consumption.

5G also allows for high-resolution video streaming and AI-powered decision-making, enabling air traffic controllers to manage flights from centralized locations.

What’s more, advanced networks provide the necessary infrastructure to support the growing use of drones and electric vertical takeoff and landing (eVTOL) aircraft.

As air travel demand increases and new entrants like autonomous aircraft emerge, modern ATC infrastructure is evolving. The combination of 5G and satellite connectivity is shaping the future of a fully digital, globally connected aviation ecosystem, improving both safety and efficiency while enabling next-generation flight operations.

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

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

The post The #1 Pilot Complaint About Avionics—and How It’s Finally Being Fixed appeared first on Avionics International.

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Europe’s Air Traffic System Could Face Chaos in 2025

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

Europe’s fragmented air traffic control (ATC) system has long been a source of inefficiency, delays, and frustration.

Unlike the U.S., which operates under a unified FAA-controlled airspace, Europe remains a patchwork of national ATC systems, each with its own regulations,

procedures, and technology. But come 2025, the situation is about to deteriorate even further, thanks to geopolitical instability, the next phase of Brexit-related disruptions, and a Trump-driven shake-up at the U.S. Federal Aviation Administration (FAA).

European nations insist on maintaining control over their airspace, leading to inefficiencies, duplicated efforts, and conflicting rules. Many European ATC systems are still relying on decades-old radar and communication protocols.

Europe’s ATC lacks uniformity in flight routes, altitude assignments, and airspace classifications, making coordination a nightmare.

How 2025 Will Make It Worse

Rising tensions among the European Union (EU), Russia, and

China will further complicate cross-border flight routes. If President Trump follows through on his promise to radically overhaul the FAA, including potentially pulling the U.S. out of international ATC agreements, air traffic coordination between North America and Europe could become chaotic.

A disjointed system means more vulnerabilities to cyberattacks, particularly from nation-state actors.

What This Means for Avionics

For avionics manufacturers and airlines, these growing inefficiencies mean that pilots and airlines will be forced to make last-minute reroutes to navigate shifting regulations.

The lack of standardization increases the chances of near misses and miscommunications. Airlines will need to invest in more advanced avionics to adapt to a rapidly changing regulatory landscape.

The only solution? Many analysts argue for a true Single European Sky (SES) initiative.

The SES is designed to overhaul Europe’s ATC system by replacing national boundaries in the sky with a streamlined, continent-wide network that operates under a single, unified structure. First proposed in the early 2000s, the SES framework aims to centralize airspace management, reduce congestion, and introduce more advanced technology to optimize flight paths.

While some progress has been made, particularly with initiatives like the Functional Airspace Blocks (FABs), which encourage cross-border cooperation, full implementation has been hindered by bureaucratic inertia, national sovereignty concerns, and resistance from some controllers who fear job losses or diminished influence.

The potential benefits of a true SES are enormous. Estimates suggest that full implementation could cut air traffic management costs by as much as 50%, reduce flight times and fuel burn by optimizing routes, and significantly lower CO₂ emissions. The

European Commission has argued that a fully realized SES would enable Europe’s aviation sector to meet its sustainability goals while enhancing capacity to handle growing air traffic demand.

However, political challenges remain. Some nations see control over their airspace as a matter of national security and are reluctant to cede authority to a centralized European system. Others, particularly countries with strong ATC unions, fear that increased automation and cross-border consolidation could lead to job losses. Yet, with the mounting pressures of climate change, rising fuel prices, and increasing demand for air travel, the case for a truly unified airspace is stronger than ever.

Ultimately, without a genuine SES, European aviation risks being left behind in an increasingly competitive global industry. As air traffic volumes continue to rise, inefficiencies will become even more pronounced, making reform not just desirable, but necessary. The question is no longer whether Europe needs a Single European Sky—it’s whether political will can finally push it forward.

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

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

The post Europe’s Air Traffic System Could Face Chaos in 2025 appeared first on Avionics International.

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Microsoft’s Majorana 1: How This Quantum Breakthrough Will Transform Avionics

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

Microsoft’s Majorana 1, which it describes as the world’s first quantum chip powered by a Topological Core architecture. (Photo: Microsoft)

Microsoft has unveiled the Majorana 1, the world’s first quantum chip powered by a groundbreaking Topological Core architecture. This development marks a seismic shift in computing, promising greater processing power, enhanced security, and improved data analytics. But beyond its implications for the tech world, Majorana 1 could redefine avionics as we know it.

Why Majorana 1 Is a Game-Changer

The aviation industry is increasingly reliant on artificial intelligence (AI)-driven avionics systems that require massive computational power.

Traditional processors, even at their most advanced, struggle to handle the enormous data loads associated with real-time flight decision-making, predictive maintenance, and next-generation navigation systems. These challenges stem from the sheer volume, velocity, and complexity of data that modern aircraft generate.

A single commercial jet can produce terabytes of data per flight, with sensors monitoring everything from engine performance and airframe stress to weather conditions and air traffic. Processing this information instantaneously requires enormous computational power, far beyond what conventional processors can efficiently deliver.

One of the biggest hurdles is latency. Traditional CPUs rely on sequential processing, which can create bottlenecks when dealing with the simultaneous, high-speed data streams required for real-time analysis. Predictive maintenance, for example, involves processing historical and real-time sensor data to anticipate failures before they happen, a task that demands immense parallel processing capabilities.

Similarly, next-generation navigation systems, especially those integrating AI and machine learning, require vast computational resources to analyze variables like terrain mapping, wind patterns, and automated collision avoidance in real time.

The limitations of traditional processors are prompting a shift toward more specialized hardware solutions, such as field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), and quantum computing. These technologies can process massive datasets in parallel, reducing latency and improving the reliability of flight-critical computations.

The integration of edge computing is also transforming aviation, allowing aircraft to process and analyze data locally rather than relying on ground-based systems. As aviation technology advances, overcoming the computational bottleneck of traditional processors will be essential to unlocking safer, more efficient, and more autonomous flight operations.

Quantum computing, and specifically Majorana 1’s Topological Qubit technology, offers a solution:

Exponential Processing Power. Quantum systems can analyze multiple flight scenarios instantaneously, vastly improving autonomous flight decision-making.

Unbreakable Security. Quantum encryption prevents cyberattacks, a growing concern in an era of digital warfare and AI-powered hacking.

Real-Time Data Integration. The chip’s ability to process weather, air traffic, and aircraft diagnostics in parallel will revolutionize avionics efficiency.

Enhanced Autonomy. Quantum-powered AI could enable true pilotless commercial aircraft, something long envisioned but technologically out of reach.

Flawless Air Traffic Control Synchronization. A quantum system could compute real-time traffic data across global airspace, solving long-standing congestion issues.

Instantaneous Aircraft Diagnostics. Quantum-driven maintenance solutions could predict failures before they occur, reducing airline downtime.

While commercial deployment is still years away, Microsoft’s quantum leap is a direct challenge to traditional avionics computing.

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

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

The post Microsoft’s Majorana 1: How This Quantum Breakthrough Will Transform Avionics appeared first on Avionics International.

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Sikorsky Details Successful ‘Full Mission Profile’ Demos With Rotor Blown Wing UAS Concept

Sikorsky’s rotor blown wing UAS prototype in airplane mode. Photo: Sikorsky

Sikorsky on Monday detailed recent successful demonstrations with its “rotor blown wing” unmanned aircraft system (UAS), flying its prototype in both helicopter and “winged aircraft” mode through a “full mission profile.”

The work with the rotor blown wing UAS is continuing to inform Sikorsky’s continued development of a larger version for a separate DARPA program and as the company explores building a family of hybrid-electric advanced mobility systems.

“We are trying to find a very nice blend between helicopters’ ability to hover and operate from confined areas or small ship decks and have, quite frankly, handling qualities that allows us to operate from ship decks at high sea states…and couple that with the range and cruise efficiency of winged aircraft,” Igor Cherepinsky, director of Sikorsky Innovations, told reporters on Monday.

Sikorsky’s rotor blown wing UAS tech demonstrator is a 115-pound, twin prop-rotor prototype, which is designed to take off and land vertically like a helicopter and then can transition its rotors in-air to act as propellers in aircraft mode.

“Combining helicopter and airplane flight characteristics onto a flying wing reflects Sikorsky’s drive to innovate next-generation VTOL UAS aircraft that can fly faster and farther than traditional helicopters,” Rich Benton, Sikorsky’s vice president and general manager, said in a statement. 

Sikorsky Innovations, the company’s rapid prototyping group, has been flying the prototype for “a little bit now,” according to Cherepinsky, before taking on the more extensive demonstrations in January   

The January demos with the rotor blown wing UAS included conducting more than 40 takeoffs and landings, performing 30 transitions between helicopter and aircraft mode and reaching a top cruise speed of 86 knots, according to Sikorsky. 

“[In January] is where the aircraft took off vertically on its tail, accelerated and flipped over into the wing [mode], achieving wing-borne flight, did a little bit of a mock mission and then transitioned back into vertical flight and landed successfully. And that pretty much proves the physics of what we are trying to do,” Cherepinsky said. 

DARPA in May 2024 selected six companies to continue onto the risk reduction and component testing phase for its Advanced Aircraft Infrastructure-Less Launch and Recovery (ANCILLARY) program, to include Sikorsky as well as AeroVironment, Griffon Aerospace, Karem Aircraft, Method Aeronautics and Northrop Grumman.

Sikorsky has said DARPA’s ANCILLARY program aims “to develop a Class 3 UAS VTOL X-Plane that can operate in most weather conditions from ship decks and unprepared surfaces without infrastructure.”

Cherepinsky noted the January demos with the 115-pound demonstrator were part of Sikorsky’s internal research and development effort for the rotor blown wing UAS, while the work is informing continued efforts to develop a slightly larger 330-pound hybrid-electric version for the DARPA program. 

The rotor blown wing UAS is one of several hybrid-electric VTOL concepts Sikorsky is pursuing as part of a family of new systems, along with new HEX VTOL platforms and a potential hybrid-electric, single main rotor helicopter.

Cherepinsky told reporters Sikorsky is now working through the “full design” of a HEX VTOL testbed and then plans to build two air vehicles, with the company planning to hold discussions with potential customers interested in the platform.

“We’re basically going to accelerate it as much as we can,” Cherepinsky said. “We will be making production decisions sometime in the next few years.”

Sikorsky last February detailed its HEX VTOL demonstrator, which includes a tilt-wing configuration for potential commercial and military applications, noting it had partnered with GE Aerospace to integrate a 1.2 megawatt-class turbogenerator into the platform. It’s intended to have an operating range of at least 500 nautical miles and 9,000-pound maximum gross weight and would utilize the company’s MATRIX autonomy software.

Cherepinsky last July also said Sikorsky is designing a larger version of its rotor blown wing UAS for an “undisclosed customer” that could be 2,000 to 3,000 pounds, telling reporters on Monday he could not disclose additional details “at this time.”

“But I can say the work is certainly still ongoing,” Cherepinsky added.

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

The post Sikorsky Details Successful ‘Full Mission Profile’ Demos With Rotor Blown Wing UAS Concept appeared first on Avionics International.

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General Electric May Receive Up to $5 Billion for F110-129 Engines for Foreign F-15s

F-15 Strike
Eagle on October 01, 2015. (U.S. Air Force photos by Senior Airman Brandi Hansen)
Released By:
Mr. Kevin Gaddie
96th Test Wing
DSN 882-3915

The U.S. Air Force has awarded Cincinnati’s General Electric Aerospace a contract worth up to $5 billion to provide the company’s F110-129 engines for Boeing F-15 fighters and Lockheed Martin F-16s for the Royal Saudi Air Force, Royal Jordanian Air Force, Bulgaria and possibly other countries that have agreed in Letters of Offer and Acceptance to sole-source such engines with GE.

“This contract provides five years of pricing for F110-129 install and spare engines, with modernized engine monitoring system computers and spare engine accessories supporting FMS customers,” DoD said in a Friday contract announcement. “Work will be performed at Cincinnati, Ohio; and San Antonio, Texas, and is expected to be complete by Dec. 31, 2030.”

The Air Force said last July that it was sticking with the F110-129 for the F-15EX and would not outfit that aircraft–the latest F-15 model–with the RTX Pratt & Whitney F100-229 engine.

In 2021, the Air Force chose GE over Pratt & Whitney to build up to 329 engines for the F-15EX under a nearly $1.6 billion contract.

The Air Force had picked GE to build eight engines for F-15EX Lot 1 but opened Lots 2-9 to competition.

Foreign nations, including Indonesia and Poland, are interested in buying the fly-by-wire F-15EX, which is based on the two-seat Qatari F-15QA configuration upgraded with U.S. Air Force-only features, including the BAE Systems‘ Eagle Passive Active Warning and Survivability System (EPAWSS) and the F-15 Operational Flight Program software.

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

The post General Electric May Receive Up to $5 Billion for F110-129 Engines for Foreign F-15s appeared first on Avionics International.

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Army Seeks White Papers To Inform New Air-Droppable Air Vehicle Development

Riggers with the 528th Sustainment Brigade (Special Operations) (Airborne) Traveled to Fort Stewart to train on the Joint Precision Airdrop System (JPADS). Photo by Sgt. Vance Williamson, 528th Sustainment Brigade (Special Operations)(Airborne)

The Army is seeking white papers from industry to inform development of a new “air-droppable air vehicle” prototype capable of operating in contested environments.

A new Request for Project Proposals (RPP) notice outlines the Contested Aerial Delivery Development (CADD) effort, which would incorporate an air vehicle prototype that can carry a payload of at least 250 pounds as well as development of a navigation sensor kit for GPS-denied environments, mission planning software and command and control tools.

Riggers with the 528th Sustainment Brigade (Special Operations) (Airborne) Traveled to Fort Stewart to train on the Joint Precision Airdrop System (JPADS). Photo by Sgt. Vance Williamson, 528th Sustainment Brigade (Special Operations)(Airborne)

Riggers with the 528th Sustainment Brigade (Special Operations) (Airborne) Traveled to Fort Stewart to train on the Joint Precision Airdrop System (JPADS). Photo by Sgt. Vance Williamson, 528th Sustainment Brigade (Special Operations)(Airborne)

“In a contested, anti-aircraft/area denial environment, traditional forms of aerial delivery are not possible due to the presence of both kinetic and electronic defenses. Advances are required in aerial delivery vehicles to increase their operable deployment range from target, which puts aircraft out of harm’s way. Additionally, advances in sensor technology are required to allow these aerial delivery vehicles to operate nominally in the presence of electronic warfare,” the Army writes in the notice published on March 6.

The CADD effort would tie-in with the larger Joint Precision Air Drop System (JPADS) program of record, the Army added in an update to the notice published on Monday. 

JPADS is the Army’s “military airdrop capability to resupply warfighters on the frontline in areas incapable of using global positioning systems,” according to the service.

“The purpose of this RPP is to request white papers to inform system development, testing and evaluation of a preliminary design for a CADD capability,” the Army writes in the new notice.

For the air-droppable air vehicle component of CADD, the Army noted payload compartments “must provide quick-release latching mechanisms for efficient unloading” and in a potential future evaluation should demonstrate “successful delivery of payloads with no significant damage across five airdrop trials under operational conditions.”

The air vehicle prototypes must have a minimum range of 150 nautical miles, be able to operate at altitudes of 5,000 to 15,000 feet and support payload release velocities between 90 and 130 knots of airspeed, according to the RPP. 

“The intended launch modality for this effort is airdrop. No special consideration will be given for other launch modalities,” the Army writes in the update published Monday.

Along with the air vehicle, CADD would include developing a navigation sensor kit that must “maintain accuracy for up to five hours of continuous operation without external GPS input” in contested environments, as well as in dust, heavy rain or up to certain electromagnetic interference levels.

“The sensor kit must provide modular components and enable plug-and-play functionality for seamless swapping of components, with integration and configuration times of under 2 hours,” the RPP states. 

CADD is also expected to incorporate development of mission planning software to generate optimized flight paths, communication tools to support “secure, real-time data exchange between the air vehicle and ground control station over encrypted channels” and a command and control interface “to enable operators to monitor vehicle status (e.g., position, speed, fuel/power levels) and issue commands (e.g., rerouting, altitude adjustments) in real time.”

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

The post Army Seeks White Papers To Inform New Air-Droppable Air Vehicle Development appeared first on Avionics International.

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SOUTHEAST AEROSPACE ADDS GI 275D ESI AND CHALLENGER 600 SERIES TO AML STC – Press Release

The Garmin GI 275D Electronic Flight Instrument. (Photo: Southeast Aerospace)

(Melbourne, FL) March 03, 2025 – Southeast Aerospace, Inc. (SEA), a leader in aerospace solutions, is proud to announce the addition of the Garmin GI 275D Electronic Flight Instrument to our Electronic Standby Instrument (ESI) Approved Model List (AML) Supplemental Type Certificate (STC), now including the Challenger 600 aircraft series.

The GI 275D is a new variant of the GI 275 which features a higher level of certification with Design Assurance Level (DAL) A. This rigorous certification is particularly desirable to aircraft OEMs and operators of larger, more recently built business jets seeking a higher level of design assurance for their electronic standby instruments.

The GI 275D’s advanced design ensures compliance with the most stringent testing standards. The system is designed to fit into standard 3.125-inch instrument panel openings, simplifying installation and maintaining cockpit aesthetics.

“SEA is committed to providing the latest and most reliable avionics solutions for our customers,” said Luke Gomoll, Aircraft Modification Sales Representative. “The addition of the GI 275D as an upgrade option for all aircraft listed on the AML reinforces our mission to meet the evolving needs of business aviation.”

“The Southeast Aerospace STC has been well received by the business aviation community, and we are pleased to see SEA include this new product in their STC,” said Carl Wolf, Vice President Aviation Sales, Marketing, Programs & Support

The GI 275D is now available for installation under the SEA ESI AML STC. The complete SEA AML STC list for the GI 275 ESI includes:

• Bombardier: BD-100-1A10 Challenger 300, 600, BD-700-1A10 and BD-700-1A11 Global Express, XRS, 5000, GVFD, 5500, 6000, 6500, Learjet 55C, and 60
• Dassault Aviation: Falcon 50 and 2000 series
• Embraer: EMB-135BJ (Legacy 600)
• Gulfstream Aerospace: G-IV, G-V, G150, 200 and Galaxy
• Textron Aviation: Citation 550, 560, 560 Excel, XLS, 650, Hawker 800(A)(B)(XP), 1000(A)(B), 750, 900XP, and 4000

The post SOUTHEAST AEROSPACE ADDS GI 275D ESI AND CHALLENGER 600 SERIES TO AML STC – Press Release appeared first on Avionics International.

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