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FAA Asks for Info on Possible 5G Interference

The FAA is asking aircraft manufacturers, operators, and companies that build radio altimeters to submit feedback on altimeter design and performance near 5G wireless broadband towers. (Photo: Honeywell Aerospace)

The Federal Aviation Administration is asking aircraft manufacturers, operators, and companies that build radio altimeters to submit feedback on altimeter design and performance near 5G wireless broadband towers.

The FAA issued a Special Airworthiness Information Bulletin (SAIB) on May 24, soliciting information on altimeter design and functionality, specifics on deployment and usage of radio altimeters in aircraft, and asking stakeholders to test and assess their equipment in conjunction with federal authorities.

Specifically at issue is the proliferation of 5G wireless broadband transmissions between 3.7 and 3.98 gigahertz (GHz), which is also called C-Band. C-Band wireless broadband deployment, which began in January 2022, is continuing to occur in phases for operations in the contiguous U.S. Radio altimeters operate between 4.2 and 4.4 GHz but are susceptible to interference from 5G transmissions.

5G C-band transmissions have started to expand and will likely expand further after July 1, with higher frequency transmissions closer to the spectrum allocation where radio altimeters operate. At least 19 telecommunications companies are expected to expand their 5G networks beginning in June.

Towers propagating the signal will be built throughout the US. The concern is that when operating near a 5G tower, certain radio frequencies can cause inaccurate altitude readings for certain radio altimeters, causing a risk to the aircraft and its crew while in flight.

The FAA and Federal Communications Commission are now asking operators and aircraft and equipment manufacturers to report altimeter testing data to the appropriate civil aviation authorities (CAAs) and spectrum regulators.

“We request that radio altimeter manufacturers submit receiver radio frequency (RF) selectivity, interference tolerance masks, and baseline operational specifications for each model number in production or still in use, and approximate numbers of each radio altimeter model currently in service in the United States,” the SAIB says.

The FAA makes 22 specific recommendations for gathering and submitting information on altimeter performance in environments with 5G transmissions, including that equipment makers complete an analysis of each model number either in production, supported, or still being employed, to determine the susceptibility to interference from C-band emissions, as well as “potential spurious emissions” in the 4.2-4.4 GHz band.

Altimeter manufacturers are also asked to report any instances of erroneous altimeter performance to the FAA and FCC and are asked to collaborate with aircraft manufacturers on design changes and issue guidance to operators on potential retrofit plans for radio altimeters susceptible to harmful interference.

Aircraft builders should submit the numbers of each model of altimeter installed on each aircraft currently in service in the U.S., according to the SAIB. They also should communicate with radio altimeter suppliers and the FAA to identify the susceptibility of certain equipment to C-band emissions.

Aircraft makers also are asked to test the effects of loss of function, and erroneous or misleading radio altimeter data from potential harmful interference caused by C-band emissions and evaluate the potential for harmful interference on aircraft in the manufacturer’s fleet based on aircraft architecture and radio altimeter integration.

Operators should ensure pilots are aware of potential degradation of radio altimeter capabilities and any means to compensate for in-flight radio altimeter anomalies, the SAIB says. Pilots also should be aware of potential degradation of safety systems and other equipment that rely on accurate data from onboard radio altimeters.

“Operators and pilots who experience radio altimeter anomalies should notify air traffic control, as soon as practical,” the SAIB says. “Post-flight, pilots are encouraged to submit detailed reports of radio altimeter disruptions or interference events.”

Reports and information related to 5G interference and radio altimeter performance can be submitted through the Radio Altimeter Anomaly Reporting Form available at https://www.faa.gov/air_traffic/nas/radalt_reports.

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Eve’s Vision: An Interview With Co-CEO André Stein

Eve has been developing urban air traffic management software, which plays a crucial role in coordinating the operations of eVTOL aircraft. (Photos: Eve)

In a recent interview with Avionics International, André Stein—Co-CEO of Eve—shared valuable insights into the company’s priorities and strategies for the upcoming year. Stein emphasized the significance of staying on track with their development and also talked about supplier selection, aircraft design, urban air traffic management software, and considerations for infrastructure.

Eve’s primary focus is ensuring steady progress. “It goes in line with the philosophy of working in building blocks—moving one step at a time so that we don’t go backwards,” he explained. Stein highlighted their longstanding relationships with suppliers, indicating that they have been in discussions for years. They are now in the final stages of supplier selection, a crucial step in defining the systems and interactions of their eVTOL aircraft.

Eve’s team recognizes the importance of key components like batteries and propellers, which form the heart of their aircraft design. “Often, we do things under the hood a lot before we decide to disclose anything to the market,” he said.

Eve’s efforts extend beyond the vehicle itself. They have been actively developing urban air traffic management (urban ATM) software, which plays a crucial role in coordinating the operations of their aircraft. Stein mentioned the upcoming deployment of a new version of the software. They plan to conduct trials this year, just as they previously performed testing in Chicago to better understand UAM operations, ground services, and the passenger journey in order to prepare for launching operations.

This past week, Eve announced the completion of its urban ATM prototype. Now, the company is starting to develop commercial solutions for urban ATM to ensure the success of integrating eVTOL aircraft and other urban air mobility vehicles.

Eve has finished propeller tests with multiple models on its propeller rig in Brazil, according to the company, which allows the team to measure aerodynamic performance and sound properties. A vertical lift rotor testing phase was also recently initiated to evaluate the performance of the rotors during the transition part of flight. “The results from the company’s recently completed wind-tunnel tests, along with the findings from the propeller and truck-mounted rig, are being used to increase the fidelity of the company’s flight simulator and fly-by-wire system,” according to Eve.

The eVTOL developer recognizes the need for collaboration with operators and infrastructure providers. Recently, they organized an infrastructure summit where stakeholders such as infrastructure providers, city representatives, and operators came together to identify gaps in the ecosystem. Eve aims to address important factors such as aircraft noise, charging infrastructure, and vertiport design. Sustainability is another key goal—“It goes beyond having a zero-emission aircraft,” Stein said.

Bringing together a comprehensive ecosystem involves ensuring that operators are prepared to receive the aircraft, that cities are ready to accommodate them, and that vertiport networks are established. Although this may not be fully realized on day one of operations, Eve is committed to charting a path toward a fully integrated ecosystem.

Certification is a major challenge for all eVTOL developers, including Eve. This encompasses not only the vehicle but also the operational aspects and manufacturing facilities. Stein acknowledges the complexity of certifying new innovations and technologies. However, Eve’s advantage lies in their experience. “We believe we have a certain edge because we’ve done that before through Embraer quite a few times,” Stein remarked, saying that they have obtained over 30 certifications in the past 25 years. They have initiated the formal certification process with the primary certification authority, ANAC (Agência Nacional de Aviação Civil), and have proposed a certification basis in line with the FAA’s requirements.

Eve remains committed to their goals and timelines. Stein emphasized that their certification efforts are progressing as planned, with the submission of the certification basis proposal to ANAC and ongoing collaboration with the FAA. This dedication ensures that Eve is on track to meet their regulatory requirements and demonstrates their readiness to bring their innovative aircraft to market.

“Wind tunnel testing provides a unique view of aerodynamic behavior of complex geometry and provides a higher level of validation of design characteristics.”

Eve’s timeline in the near-term revolves around their target of entering commercial operation by 2026. They are making progress in line with their plans, with the production of their first prototype scheduled for the second half of the year. Stein emphasized the importance of achieving technical milestones and conducting necessary tests to ensure the project’s maturity. A significant upcoming milestone is the finalization of the certification phases with ENAC. Supplier selection is another crucial milestone on their path, and they anticipate announcing key suppliers in the coming months as they work towards closing the entire supply chain throughout this year.

Stein again highlighted the importance of putting building blocks in place and focusing on the technical development of their eVTOL aircraft. Rather than simply increasing the backlog, their strategy revolves around designing the right product and ensuring that the necessary infrastructure is in place to facilitate deployment by operators. He emphasizes that the challenge extends beyond aircraft certification; it involves the comprehensive development of an entire ecosystem. “It’s a revolution that goes beyond just a new type of aircraft, which by itself is a massive achievement. This whole ecosystem development is where we need to focus—not only Eve, but as an industry.”

Eve announced this past month that the team had completed wind tunnel testing of its eVTOL in Switzerland using a scale model. This validated the in-flight performance of components such as rotors, wing, tail, and fuselage. “The information we obtained during this phase of development has helped us further refine the technical solutions of our eVTOL before committing to production tooling and conforming prototypes,” commented Luiz Valentini, CTO at Eve, on the announcement.

The post Eve’s Vision: An Interview With Co-CEO André Stein appeared first on Avionics International.

SAS Executive Talks New Routes and App Overhaul

The acting Chief Commercial Officer of SAS discusses the latest updates from the airline, including the launch of new routes and a redesigned app. (Photos: SAS)

Scandinavian Airlines (SAS) has made recent updates that demonstrate its commitment to providing seamless journeys for travelers. With new routes and a revamped app, the airline continues to prioritize the customer experience. Thérèse Lorenius, Acting Chief Commercial Officer (CCO) of SAS, shared her insights on these updates in an interview with Avionics International, highlighting the airline’s efforts to meet the increasing demands of travelers and deliver an unparalleled travel experience.

Thérèse Lorenius emphasizes the expansion of SAS’s route network, stating, “In February, we introduced a new route between Copenhagen and JFK. We know that having an attractive network or timetable is key for customers when choosing airlines. We’re super pleased to launch this route, as it meets customer demands. It enables our customers to travel easily both from the west and east side of New York, so it’s complementary to our current departures from Scandinavia to Newark.”

Additionally, Lorenius shared, “We’ve also in April launched two new routes to New York from Aalborg in Denmark and Gothenburg [Sweden].” This was facilitated by SAS’s newest addition to their fleet, the Airbus A321 Long Range aircraft.

“The U.S. market is a strategic market for SAS,” she explained. “We will continue to develop new routes and new destinations when we have the right opportunity. We see an increase in the demand for the North American market and also an increase in what Scandinavia can offer in terms of our archipelago, the fjords, the mountains, so we put a strong focus on the U.S. market—probably stronger than we’ve done before.”

Thérèse Lorenius, Acting CCO of SAS

SAS has recently introduced the new Comfort Kit series for SAS Business Class travelers on long-haul flights between Scandinavia and the U.S. or Asia. Lorenius commented that they prioritize sustainable production as well as innovative design in selecting brands to include. They also want to feature Scandinavian brands like DUX, Humble Co., Verso Skincare, and Swedsafe. “When our Scandinavian customers enter the plane, it should feel like they’re coming home,” she said.

SAS also revamped its Webby Award-winning app to enhance the user experience. Lorenius shares that the big takeaway is that the redesigned app was developed in collaboration with customers. “Our customers have been able to vote on the features that are most important to them,” she remarked. The updated app makes it easier to book flights and to purchase add-ons. “Our goal with the redesigned app is to provide a user-friendly experience that makes travel planning simple and hassle-free.”

It also allows users to see how many passengers have boarded the plane once the boarding process has started.

“Overall, it is a more modern design and more intuitive experience,” she said.

An A321LR

Most of the airline’s long-haul fleet is equipped with high-speed Wi-Fi that is free for business-class passengers. The A321LR also offers high-speed Wi-Fi. The rest of the long-haul fleet for flights to and from Asia, Canada, and the U.S.—which consists of A330 and A350 models—offers lower-speed Wi-Fi that is sufficient for things like social media and emailing.

Lorenius shared that they have also launched a new boarding process with more groups for smoother and more efficient boarding.

“We know that the digital customer journey is very important for loyal customers, so we are continuously updating,” she said. “The SAS app is like a travel buddy that puts you in control.” Coming soon for SAS is support for customers using the Apple Watch, in addition to a simplified process to log in to in-flight Wi-Fi.

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Piasecki Aircraft Corporation Acquires Former Sikorsky Heliplex Facility for Advanced R&D Center

Piasecki Aircraft Corporation has acquired the former Lockheed Martin Sikorsky Heliplex in Coatesville, Pennsylvania, to transform the plant into an advanced VTOL R&D facility. (Photos: Piasecki Aircraft Corporation)

Piasecki Aircraft Corporation (PiAC) has purchased the former Lockheed Martin Sikorsky Heliplex facility in Pennsylvania. PiAC intends to convert the facility into an advanced research and development center for next-generation VTOL (vertical take-off and landing) aircraft, UAS (uncrewed aerial systems), and other technologies. The company’s PA-890 helicopter, the world’s first hydrogen fuel cell rotorcraft with zero emissions, will be constructed at the facility and undergo testing there. Set to open in the fall, the facility features state-of-the-art amenities for engineering, aircraft assembly, and flight testing.

The acquisition was completed in April, and PiAC hosted the ribbon-cutting ceremony on May 31.

John Piasecki, CEO of PiAC, remarked, “We chose to expand our development capabilities in the Delaware Valley because of its deep roots within the helicopter industry, its highly-talented workforce, and its robust supplier network.” According to the announcement, the new R&D center will employ roughly 400 workers by the year 2028.

” It’s incredibly exciting to see a company like Piasecki, a long-time aviation industry innovator, continue their commitment to developing new technologies like the PA-890 hydrogen fuel cell-powered helicopter right here in PA’s sixth district. These advancements have the potential to transform vertical lift flight and help eliminate carbon emissions.” – U.S. Representative Chrissy Houlahan from Pennsylvania’s 6th congressional district

The PA-890 eVTOL aircraft is designed to perform emergency medical services and commercial applications like on-demand logistics and personnel air transport. ZeroAvia is a collaborator of PiAC’s, contributing to the development and implementation of its High Temperature Proton Exchange Membrane (HTPEM) hydrogen fuel cell technology.

The PA-890

Piasecki Aircraft Corporation is also currently conducting research and development for its Aerial Reconfigurable Embedded System (ARES) vehicle. ARES can be operated as a UAS or with a crewed flight module. It is a modular tilt duct VTOL aircraft with a small landing footprint. The company is working with Honeywell on a triplex fly-by-wire flight control system, and they plan to begin flight testing of ARES by the end of 2023.

Piasecki X-49A SpeedHawk

Another focus for R&D at PiAC is a flight control software package called ADAPT (Adaptive Digital Automated Pilotage Technology). ADAPT has the potential to improve safety and performance for both U.S. military and commercial aircraft. The software package “exploits the inherent redundancy of control effectors present in advanced VTOL platforms and modified legacy fleet rotorcraft to automatically allocate control commands between effectors,” according to the company, “to respond to aircraft damage or to optimize the control configuration of the aircraft for increased performance, maneuverability, reduced vibration or fatigue loads, or for a weighted combination of these attributes.”

Aerial Reconfigurable Embedded System (ARES)

In August of 2021, Piasecki Aircraft formed a partnership with HyPoint to develop a hydrogen fuel cell system for eVTOLs. The idea for their solution was to provide four times the energy density of existing batteries and twice as much power as existing hydrogen fuel cell systems. The partners also aimed to achieve a 50% reduction in operating costs.

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Volocopter and Swiss-AS Sign Contract for MRO Software Integration

On May 30, Swiss Aviation Software and Volocopter cosigned a multi-year contract for utilization of AMOS, the maintenance, repair, and overhaul (MRO) software developed by Swiss-AS. (Photo: Volocopter)

Swiss Aviation Software (Swiss-AS) and Volocopter signed a significant multi-year contract this week for the utilization of Swiss-AS’s maintenance, repair, and overhaul (MRO) software, AMOS. Under this agreement, AMOS will be employed for managing Volocopter’s global fleet of electric vertical take-off and landing aircraft. The integration of this software will offer monitoring and analysis of aircraft reliability, and serve as an interface with the VoloIQ, Volocopter’s digital operating system.

As a trailblazer in the UAM (urban air mobility) industry, Volocopter is on track to receive type certification for its two-seater VoloCity, an electric air taxi, in 2024. In addition to product certification, a successful launch and future expansion necessitate the establishment of a robust UAM ecosystem.

Volocopter recently shared news of the opening of its production facilities in Bruchsal, Germany, including a new hangar and airfield. The company has been expanding its production setup at this location for roughly the last year and a half.

A spokesperson at Volocopter provided insights into the contract with Swiss-AS in a written statement to Avionics International.

Below are comments from Volocopter’s spokesperson regarding the integration of AMOS with the VoloIQ system and the enhancement of fleet management for eVTOL aircraft.

“The VoloIQ is generally a dynamic system that links customer booking, routes, aircraft status, and battery health. This means we know where the aircraft needs to be [and] what status the aircraft is in before and after the flight, as well as the battery health, flight hours, and location of the aircraft should a route diversion (due to priority aircraft) take place during aircraft activities in the air.

The linking of these aircraft data with Swiss AMOS will enable an efficient and accurate task map for MRO: where and what type of maintenance is required and who is the technician capable to do the MRO. It all fits in with the concept of maintaining an efficient turnaround of aircraft under very high aviation industry safety standards and regulations. AMOS is the official system that will support us to achieve CAMO and MOA.”

The representative from Volocopter also commented on the challenges and requirements of the UAM sector that are addressed through the collaboration with Swiss-AS.

“Volocopter is a designer of the aircraft, and in some places in the world, we will also be operators of eVTOL aircraft. In addition to the type certification of the aircraft, we need many other certifications under EASA to achieve entry into service. CAMO and MOA are two of these approvals needed. Please see the link below and the downloadable certificates that we need to achieve. Swiss AMOS is a high-quality, industry-standard software that we partner with on a global basis, putting our safety-first mentality into practice.”

How Air Taxi Certification Will Enable Commercial Ops

Finally, the spokesperson from Volocopter explained the safety measures and/or procedures that will be implemented in maintenance and ground-side operations to ensure safety for passengers and crews.

“Swiss AMOS and VoloIQ are software; they will secure the highest technical standard of aviation safety MRO for the aircraft, at all times. The type certification of the aircraft will ensure the safety of the hardware (aircraft) which we are certifying under EASA to the level of a commercial airliner. From a customer service point of view, we will ensure separation of aircraft movement and maintenance movement from [the] customer-facing part of the operations. This will depend on infrastructure location and needs, and it is still in progress.”

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Volatus Selects the Velaris Connectivity Solution from Inmarsat

Volatus Aerospace chose Inmarsat’s Velaris solution for expansion of its customer offerings in key sectors. (Photo: Inmarsat)

Volatus Aerospace recently selected Inmarsat’s Velaris solution to expand offerings for its customers in public safety, drone cargo delivery, inspection, and other sectors.

The integration of Velaris’ satellite connectivity for small, remotely piloted aircraft and larger crewed commercial aircraft will help to ensure safe operations in all environments.

Inmarsat has been involved in commercial air transport for more than 30 years. Its solutions are used in commercial aircraft like those of Airbus and Boeing for communication, navigation, and surveillance as well as for air traffic control and ensuring separation standards.

This technology plays a crucial role in air traffic control and separation standards, ensuring optimal efficiency and safety during transatlantic flights. However, these solutions have traditionally been bulky and expensive.

Recognizing the need to adapt and miniaturize their technology for UAVs (uncrewed aerial vehicles), Inmarsat embarked on a mission to bring their proven connectivity solutions to the world of unmanned aviation. By shrinking their technology down to roughly 400 grams and significantly reducing costs, Inmarsat has created Velaris—an innovative ecosystem built around miniaturized satellite connectivity. Velaris not only offers a resilient solution for UAVs but also opens up new possibilities for data products and services.

“Our vision was to bring the best of what we’ve got into this space and then to develop that new product and market with [companies] like Volatus and Supernal,” Anthony Spouncer, Senior Director of UAV and UTM at Inmarsat, told Avionics.

Volatus operates across various sectors, including pipeline and powerline inspections. These tasks typically involve helicopters and human personnel, presenting challenges such as high costs, weather restrictions, and limited operational hours. By leveraging Velaris, Volatus aims to enhance efficiency, extend operational range, and ensure safety in these critical operations.

“If you can get that type of technology with no one on board, but still maintain the integrity and the safety, then you can be a lot more efficient,” Spouncer commented.

The collaboration between Inmarsat and Volatus also extends to other areas. Volatus is actively exploring opportunities in the delivery market, particularly autonomous cargo transportation. With some platforms capable of flying for up to 48 hours, Volatus envisions using electric vertical take-off and landing (eVTOL) vehicles to transport cargo between cities and regions. This integration of Velaris technology could revolutionize logistics, enabling the swift and efficient delivery of goods to remote communities and warehouses.

Spouncer remarked that safety “is at the heart of what we’re trying to achieve.”

He also talked about how the enhanced connectivity resulting from Inmarsat’s satellite connectivity combined with LTE as a multilink capability will enable Volatus to overcome the challenges associated with beyond visual line of sight (BVLOS) operations.

The challenge with traditional visual line-of-sight operations is that you can only fly a drone or UAV as long as you can see it, he explained. To cover longer distances, you would need one or more individuals stationed further down the flight path. However, the introduction of enhanced connectivity and BVLOS capabilities addresses these challenges.

Firstly, it is key to trust the technology and ensure continuous connectivity so that the operator knows the exact location of the UAV even if it deviates from the flight plan. Secondly, strategic and tactical deconfliction become possible. As demonstrated by Inmarsat during a UAV flight in Turkey, air traffic control located miles away in London was able to monitor the airspace and notify the pilot to change course when an aircraft approached the UAV. “Now, you can be anywhere and still know where [the aircraft] is,” Spouncer said.

Additionally, UAVs themselves need to incorporate detect-and-avoid technologies to navigate safely, considering factors like weather conditions. The decision-making processes that human pilots naturally perform need to be replicated within the UAV’s systems. Setting a flight plan and having proper identification becomes crucial. Ensuring the accountability of all aircraft in the sky and mitigating risks posed by malicious actors are important aspects to consider. Also, cybersecurity measures are essential when controlling vehicles through communications. Inmarsat has extensive experience and capabilities in this area due to its work with commercial air transport aircraft.

Collaborating with companies like Volatus, Inmarsat assists in developing their concept of operations and refining the performance of its own systems accordingly. BVLOS operations offer numerous opportunities and advantages in terms of economics and expanded services, Spouncer noted.

By leveraging Inmarsat’s enhanced connectivity and BVLOS capabilities, Volatus Aerospace can overcome the challenges associated with BVLOS operation of UAVs. This opens up a realm of opportunities, allowing for expanded services and heightened safety measures.

“Supernal is pleased to collaborate with Inmarsat to test the feasibility of integrating space-based and terrestrial data links to serve the Advanced Air Mobility industry.” – Ben Diachun, Chief Technology Officer, Supernal (Photo: Inmarsat/Supernal)

Inmarsat shared news of another partnership on May 9 with eVTOL developer Supernal to define the application of satellite connectivity for advanced air mobility, or AAM. Spouncer remarked that Supernal’s approach is particularly refreshing. “They’re fully aware that they’ve got to be safety compliant, and that they want to work with us and develop that,” he said.

For Inmarsat’s part in the collaboration, they will focus on conducting testing and data sharing to optimize hardware and network systems to get safe and efficient integration. “I think what’s interesting for us is what sort of data they will need, the timeliness of that, which data products, and how they want to integrate that information into their system to be safe and resilient,” he explained.

Speaking about the AAM industry in general, he added, “We’re in this collaboration phase where we want the industry to work. If it doesn’t work for one of us, it doesn’t work for any of us, so everyone’s keen to open up the industry in a safe and controlled manner.”

Last week, Avionics published news about Inmarsat’s new and improved Jet ConneX (JX) in-flight broadband solution for business aviation. The company’s new service plans offer high-quality connectivity and leverage the JetWave terminal from Honeywell.

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Scoot Selects E190-E2 To Fuel Growth In Southeast Asia

Singapore Airlines’ subsidiary, Scoot, chose the Embraer E190-E2 to further grow in the region. Nine E190-E2 will be added to Scoot’s fleet. (Photo: Embraer)

Low-cost carrier Scoot has recently announced plans to introduce Embraer’s next-generation E190-E2 into service. This new addition to the Singapore-based carrier’s fleet will allow for a profitable entrance into new markets while supporting the airline’s global network from its hub at Singapore Changi Airport (SIN).

A subsidiary of Singapore Airlines, Scoot commenced operations in June 2012, operating flights from Singapore to Sydney and the Gulf Coast using four Boeing 777s in a two-class configuration. It was established by Singapore Airlines to defend important markets from an influx of low-cost competition that began competing directly with the global carrier, and it currently uses a fleet of Airbus A320s and Boeing 787s to serve a variety of medium and long-haul routes across the world.

While many low-cost carriers are known for flying a point-to-point route network, Scoot operates a hub and spoke system. The carrier maximizes connectivity by routing passengers through a centralized hub (Singapore Changi Airport) to connect to their destinations on other flights. Despite the concentrated nature of its network, the airline is still somewhat restricted by the limited aircraft types it operates. The addition of the efficient E190-E2 will make serving new markets from its hub a profitable venture.

The E190-E2 is a relatively small regional aircraft, seating 106 to 114 passengers in a one-class configuration and 97 passengers in a three-class configuration. Its lower capacity is one of the features that attracted Scoot to the aircraft type, as it allows the carrier to serve smaller markets than its pre-existing narrowbody fleet. Furthermore, the E2’s short runway landing capabilities and lower fuel burn make the entrance to smaller cities possible for Scoot.

The carrier will receive nine E190-E2s through a leasing agreement with Fort Lauderdale-based aircraft lessor Azorra. Scoot will begin receiving the type in 2024, and these aircraft will come from Azorra’s pre-existing Embraer order backlog.

While this order promises growth for Scoot, it also indicates a major success for the Embraer E2 program in a new region of the world. As John Evans, CEO of Azorra, explained, “We are thrilled to support Scoot and its exciting expansion plan to serve more short and medium-haul flights across Southeast Asia. Scoot’s selection of the E2 is a resounding endorsement of Embraer’s E2 product line and the crossover segment. With the addition of E2s, Scoot becomes the first Singapore-based airline to operate crossover aircraft, demonstrating the emerging capacity rationalization trend amongst operators globally.”

Scoot believes that the Embraer E190-E2 will allow the carrier to maintain its low-cost business model while entering new markets and stimulating demand with its lower fares. This order marks a significant milestone not only for Scoot but for Embraer and its latest offering in the commercial aircraft market.

The E195-E2 is the largest aircraft in the E-Jet E2 family. (Photo: Embraer)

Embraer’s E2 family of aircraft includes the E195-E2 single-aisle aircraft. Malaysia’s SKS Airways selected the E195-E2 to support the airline’s plans for expansion. A deal for 10 of the aircraft was announced this week. Each of the jets will be configured to seat 136 passengers.

Last week, Embraer and Azorra also announced a deal with Royal Jordanian Airlines. Four E190-E2 models and two E195-E2s will come from Azorra’s backlog with Embraer. The airline also placed firm orders for two additional E195-E2 models directly from Embraer. Deliveries of the aircraft to Royal Jordanian Airlines will likely begin in the fourth quarter of this year.

Embraer and Azorra announced an eight-aircraft deal with Royal Jordanian Airlines, the flag carrier of Jordan. (Photo: Embraer)

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Inmarsat Upgrades Jet ConneX Connectivity for Business Aviation

Inmarsat introduced the next chapter of its Jet ConneX (JX) in-flight broadband solution, which includes a new range of service plans for business aviation connectivity. Viasat’s acquisition of Inmarsat is also proceeding after having been approved by the European Commission. The transaction is expected to conclude by the end of May. (Photo: Inmarsat)

Inmarsat has unveiled a new and improved version of its Jet ConneX (JX) in-flight broadband solution for the business aviation market. The new service plans offer high-quality connectivity to meet the increasing data demands of users.

Inmarsat guarantees reliable speeds and a consistent customer experience to ensure a significant improvement in performance.

The upgraded service plans leverage the JetWave terminal from Honeywell. They are also designed to be compatible with three upcoming next-generation terminals from Satcom Direct, Orbit, and Honeywell. Satcom Direct’s Plane Simple Ka-band system has already begun flight testing and may be operational later this year.

“For eight or nine years now, we’ve been running more or less the same subscription plans,” Harry Shadbolt, Inmarsat’s Global Channel Director, told Avionics. “With the new generations of satellites and new technology coming out, [like] new tail mount antennas, we’re releasing some great plans to max that capability. We’re releasing a whole new generation of higher-speed, more capable plans—called Jet ConneX, part of Inmarsat’s JX Evolution program.”

Jet ConneX has been made active on over 1,400 business jets since 2016.

Satcom Direct “will act as both a distribution partner for the airtime and developer of the advanced tail-mount terminal,” according to Inmarsat. Shadbolt noted that they expect type approval in the third or fourth quarter of this year. “That’s really the hardware complement to the spacecraft and services development that we’ve been working. It’s a new modem; it’s fewer LRUs [line-replaceable units] to be able to fit onto a wider range of aircraft. It should be easier to install and also will have access to plans which first-generation terminals won’t.”

Seven more Inmarsat satellite payloads will enter into service by 2025, including two Inmarsat-6 satellites that have already been launched. The growing satellite network, along with next-generation terminals, will provide top-tier customers with speeds of up to 100 Mbps.

Shadbolt also commented on this week’s announcement about the launch of the new Inmarsat-8 (I-8) small satellites in 2026. “That’s the eighth generation of Inmarsat satellites; they are L-band satellites, and we’ve put in an order for three of them,” he said. ”This whole idea of bringing Inmarsat into the 2040s and beyond is really underway.”

Swissto12 will use HummingSat, its satellite platform, to develop and manufacture the geostationary satellites for Inmarsat. Swissto12 will also utilize 3D printing technologies and specialized radiofrequency and payload products in the development of the I-8 satellites.

In other Inmarsat news, the proposed acquisition by Viasat was approved by the U.S. Federal Communications Commission last week. On May 25, it was announced that Viasat’s acquisition of Inmarsat is proceeding to close after receiving unconditional approval from the European Commission. The transaction is expected to close by the end of May—this was the last major approval needed.

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Lilium Signs Agreements With Air-Dynamic and ASL Group

Both Air-Dynamic SA and ASL Group signed agreements with Lilium, according to announcements made this week. The eVTOL developer also released its Q1 Shareholder Letter for this year. (Photos: Lilium)

This week, Lilium and Air-Dynamic SA signed an agreement that includes pre-delivery payments for up to five of Lilium’s eVTOL aircraft. Air-Dynamic is a private jet and helicopter company based in Switzerland. The company plans to handle operations of the aircraft for customers in Switzerland and Italy.

“The first project’s goal is to connect Lugano directly with Milan City Center and in parallel to establish a good connection in Italy for the most touristic destinations such as Lake Como and Capri,” remarked Air-Dynamic CEO Raffaella Meledandri.

Lilium also announced an agreement this week with ASL Group, a European business jet operator, for six of Lilium’s Pioneer Edition Jets. This follows an MoU between ASL Group and Lilium signed in July 2022. The companies agreed to establish a network of landing sites across Belgium, Netherlands, Luxembourg, and Western Germany as part of the MoU.

“With the highest population density in Europe, Benelux represents a perfect use case for the Lilium Jet, with its expected high aerodynamic performance and low noise profile,” stated Klaus Roewe, Lilium’s CEO, regarding the new agreement with ASL Group.

Roewe also shared some comments in Lilium’s Q1 2023 Shareholder Letter that was released this week: “Our latest capital raise will enable us to continue to advance at speed towards our key milestones – start of final assembly of the type-conforming aircraft this year, first manned flight in the second half of 2024 and type certification in late 2025.

“We look forward to continuing to keep you updated on these and our progress on all fronts in the coming months including securing the next stage of financing, coming to agreement with EASA on Full Certification Plan and signing further binding customer agreements.”

In its Q1 letter to shareholders, Lilium reports progress on its three main commitments: raising the capital necessary for the first crewed flight and certification of its type-conforming aircraft; meeting the development milestones needed in order to achieve certification in 2025; and executing on a two-phase go-to-market strategy, launching with sales to private, charter, and business aviation customers. (Lilium)

Some of the eVTOL developer’s recent achievements were highlighted in the letter to shareholders:

Secured funding for up to $250 million, extending cash runway towards the first manned flight of its type-conforming aircraft
Progressed type certification, with 78% of the Lilium Jet’s Means of Compliance (MoCs) agreed, driven by EASA’s acceptance of MoCs in areas of propulsion and energy system
Continued type-conforming aircraft development at full pace with wind tunnel testing underway of the complete aircraft model with powered engines and actuators, in addition to successful testing of battery packs, and fan tests launched on the full-size engine
Secured intellectual property rights in key eVTOL technologies, with new patents granted in battery management, electrical power distribution, and actuation of ducted fans
Executed on its go-to-market-strategy with commercial agreements including pre-delivery payments with Air-Dynamic and ASL Group; potential order pipeline grew to 645 aircraft
Contracted a state-of-the-art Lilium Jet cockpit simulator to support certification and pilot training
Q1 adjusted cash spend on target (€62 million), while Lilium continues to meet timelines on its aircraft development plan

In March, Lilium achieved another significant milestone. The Phoenix 2 tech demonstrator aircraft hit its targeted maximum speed—about 155 mph—during a flight test.

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IFS and Lockheed Martin Form Enhanced Partnership

IFS, a provider of cloud-based enterprise applications, and Lockheed Martin have collaborated to form a strategic alliance aimed at assisting aerospace and defense entities in optimizing the benefits derived from their enterprise software investments. Their joint efforts also focus on updating equipment maintenance and support procedures while ensuring the readiness of assets for missions. (Photo: IFS)

IFS and Lockheed Martin recently announced a new partnership designed to strengthen their position in the marketplace by capitalizing on each of the organizations’ strengths. This partnership — one of several collaborations between the two companies — will promote various products and services that will assist aerospace and defense groups in modernizing both equipment and supporting technological infrastructure.

As a developer of cloud enterprise software for companies that manufacture, distribute, and maintain goods, IFS is positioned well to partner with Lockheed Martin. With a team of over 5,500 employees located across 80 countries, the company has used technology to innovate and reimagine the software producers and distributors need to keep operations running smoothly.

Lockheed’s role under the agreement is to use IFS software at Lockheed’s Innovation Demonstration Center at its Training and Logistics Solutions facility near Orlando, Florida. Furthermore, the two companies will coordinate bid processes for customer opportunities while sharing technology plans to better align their products for customers.

“At Lockheed Martin, we develop highly-tailored solutions to help our customers achieve their critical missions,” said Reeves Valentine, vice president of land and maritime solutions, at Lockheed’s Rotary and Mission Systems division. “Delivering digital tools with intuitive interfaces, streamlined workflows, and AI-powered features keeps our military ahead of evolving threats. This partnership with IFS combines both companies’ efforts to ensure our customers have the most innovative defense capabilities.”

The companies have collaborated in the past to support mutual goals. In May 2021, the United States Navy selected Lockheed Martin and IFS’ Naval Maintenance, Repair and Overhaul (N-MRO) solution to streamline various platforms into one modernized logistics information system. That system, called Total Asset Readiness, utilized artificial intelligence (AI), digital-twin capabilities, and predictive analytics to help the U.S. Navy manage the maintenance, repair, and overhaul of over 3,000 assets ranging from aircraft to ships to land-based machinery.

The intuitive nature of the Total Asset Readiness interface was designed to help streamline workflows and save time. IFS was responsible for providing the program that powered the system, demonstrating the relevance to defense primes like Lockheed. Moving forward, both IFS and Lockheed believe the complementary nature of their products and services will allow them to further enhance the technological infrastructure of defense organizations and other customers.

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