All News Archives - Page 68 of 108 - Aviation, Inflight and Aero Connectivity Consultants

Gulfstream Adjusting to New Software Validation Certification Process on G700

The Gulfstream G700 is nearing the final stages of its flight testing and certification campaign, which could be slightly delayed from Gulfstream’s original timeline due to a new software validation requirement included by the FAA. (Photo courtesy of Gulfstream)

General Dynamics Chairman and CEO Phebe Novakovic told investors and analysts during an earnings call last week that the company’s efforts to obtain type certification on the Gulfstream G700 in preparation could be delayed due to a new software validation process being used by the FAA in its evaluation of the long-range business jet.

The G700 was first launched by Gulfstream at the 2019 NBAA Business Aviation Conference and Exhibition (BACE), capable of flying up to 7,500 nautical miles (nm) at Mach 0.85 or 6,400 nm at Mach 0.90, powered by Rolls-Royce’s Pearl 700 engines. During the General Dynamics earnings call, Novakovic said the G700’s flight test and certification program are ongoing, and that the completion of certification flights with the FAA is typically the “most predictable” part of a new aircraft certification program.

However, there is a new software validation requirement included in the final stages of the G700 certification program that did not exist when Gulfstream first launched the new model.

“This flight test process has a first-time requirement that was not part of our original flight test plan or any prior development effort,” Novakovic said. “It is a model-based developmental software validation, a line-by-line examination of the plane software. The level of effort is considerable, completing 100% of the software validation is the impediment to finishing performance testing by the FAA.”

Novakovic indicated that while the company is still targeting a fourth-quarter timeline on certification of the G700, the addition of the software validation process could cause a three- to six-month delay. There are currently five G700 flight test aircraft involved in the flight testing certification campaign that have completed 2,800 flight hours, with all structural testing now complete as well.

The process is “time and resource intensive” according to Novakovic, who also answered some analyst questions about the process.

“This was an added process that we had not contemplated when we originally laid out our certification plan. And it’s a result of events that are independent of us,” Novakovic said.

The G700’s avionics configuration features the same Symmetry flight deck setup that is used on the G500 and G600, with the same embedded data concentration network as well.

Comments made by Novakovic on the uncertainty around how long it could take the FAA to complete its software validation process for the G700 are similar to those made by Boeing CEO Dave Calhoun two years ago when the company was re-certifying the flight control system for the 737 MAX.

“There is a mountain of documentation that has to be completed,” Calhoun said at the time.

While Gulfstream’s certification requirements are for an all-new aircraft type, the uncertainty on the time required for the FAA is similar.

“It’s more a question of time resources, certainly on the new requirements,” Novakovic said in response to an analyst question about the certification process. “But you saw an increase in R&D this quarter. And it was because that we have this new set of software validation requirements that we need to walk through.”

According to Novakovic, completion of the software validation requirements is also a prerequisite to Gulfstream moving forward with the first flight of its G800—one of two new jets launched last year, the other being the G400—and the eventual certification and validation of that aircraft.

The post Gulfstream Adjusting to New Software Validation Certification Process on G700 appeared first on Aviation Today.

—————
Boost Internet Speed–
Free Business Hosting–
Free Email Account–
Dropcatch–
Free Secure Email–
Secure Email–
Cheap VOIP Calls–
Free Hosting–
Boost Inflight Wifi–
Premium Domains–
Free Domains

Northrop Grumman Touts B-21 Benefit In First Quarter; Income, Sales Slip

Pictured is an artist rendering of the B-21 Raider (Photo, courtesy of Northrop Grumman).

Northrop Grumman on Thursday posted first quarter results that included a boost from its ongoing development work on the Air Force’s B-21 next-generation stealth bomber.

The $67 million benefit on the B-21 stems from a favorable estimate-at-completion (EAC) adjustment attributed to performance benefits on the engineering and manufacturing development (EMD) contract. An EAC refers to the hours expected to complete a project or milestone.

The gain on the contract was partially offset by a benefit a year ago from lower overhead rates on fixed price contracts at the company that did not recur in the first quarter of 2022.

Northrop Grumman typically has little to say about its B-21 work due to its classified nature but the company provided incremental details about the growth trajectory of the franchise program in the coming years.

Sales from the B-21 are expected to grow as the EMD phase of the program continues and low-rate initial production (LRIP) begins in parallel, Kathy Warden, chairwoman, president and CEO of Northrop Grumman, said on an earnings call with analysts.

Dave Keffer, Northrop Grumman’s chief financial officer, said in 2022 the EMD phase is in “a critical integration and test portion,” adding that “we continue to focus on production efficiencies.”

The Air Force said in March that the first B-21 has begun the ground-test phase and there are five more aircraft in various stages of production.

LRIP will begin over the next year and sales from this portion of the program will be recognized separately from the EMD effort, Keffer said. The full-rate production contract, which will account for most of the aircraft, hasn’t been negotiated, he said.

Northrop Grumman’s bid for the B-21 included a specific quantity of LRIP aircraft at a fixed-price, Warden said, noting that while she can’t disclose the number of aircraft, “it’s a small portion of the overall program of record.”

Asked by one analyst about the potential impact of inflation on the B-21 given that the LRIP aircraft will be built at a fixed-price, Warden answered the company’s bid had margin for inflation growth, that the program is still on a path to profitability, and expects to provide the aircraft within the “government target price,” which is updated regularly to account for inflation.

“I’ll remind you we’re not really gong to be in the production phase for a couple of years in any significant way,” she said. “And so, we still have a good bit of time and we expect inflation is going to modulate and we’re not seeing, based on the assumptions we’ve made today, a material impact to the program.”

Keffer said the company’s current assumptions run through the decade.

The Air Force’s future years defense program (FYDP) budget shows nearly $1.8 billion for B-21 production in fiscal year 2023 but that funding won’t flush out immediately to Northrop Grumman, Warden said.

“But it does project robust funding for B-21 through the decade and that is what we are anticipating as well,” Warden said. In response to another question about whether the current five-year FYDP contains peak year funding for the program, she replied that while aircraft quantities are classified, “the budget does not show a peak revenue year through fiscal year 2027.”

This article was first published by Defense Daily, a sister publication to Avionics International>>

The post Northrop Grumman Touts B-21 Benefit In First Quarter; Income, Sales Slip appeared first on Aviation Today.

Qantas Commits to New Airbus Fleet Order for Project Sunrise, Boeing 737 Replacement

Qantas confirmed its new Airbus fleet order on May 2, noting that a combined 40 new A220 and A321XLR aircraft will replace some of the aging 737s and 717s currently being operated on domestic routes. (Photo, courtesy of Airbus)

Qantas has confirmed a new order with Airbus that will introduce 12 A350-1000 Project Sunrise aircraft into its fleet, along with 40 new A220-300s and A321XLRs that will replace aging 737 and 717 aircraft currently being operated by the Australian airline.

The A350s will be capable of flying nonstop routes from Australia to any other city, including New York and London, and are the result of a research initiative Qantas participated in for several years evaluating the Boeing 787-9 and Airbus A350-1000 to operate what will become the longest nonstop routes ever operated by Qantas. Some of the primary routes Qantas evaluated the A350-1000 on include Brisbane to Paris, Melbourne to New York, and Sydney to London.

On the domestic side of its operations, a combined 95 total Boeing 737 and 717 aircraft will be retired and replaced by the incoming orders for the new A321XLRs and A220-300s, which Airbus will start to deliver late next year.

Qantas has included purchase right options for another 94 aircraft that are scheduled for delivery through at least 2034. Qantas Group CEO Alan Joyce compared the introduction of Project Sunrise to how the Boeing 707 “introduced the jet age, the 747 democratised travel,” in statements published by Qantas.

“The A350 and Project Sunrise will make any city just one flight away from Australia. It’s the last frontier and the final fix for the tyranny of distance. As you’d expect, the cabin is being specially designed for maximum comfort in all classes for long-haul flying,” Joyce said.

The A350-1000s on order for Qantas will be powered by the Rolls Royce Trent XWB engine, and will require an additional fuel tank along with a slightly increased maximum takeoff weight to fly the Sunrise routes.

Joyce’s vision for Project Sunrise was effectively put on hold by the pandemic, after the CEO said in December 2019 that the carrier would ultimately make a decision on an order for the A350-1000 in March 2020. Two years later, Qantas included the Project Sunrise aircraft in the new fleet order that restructures an existing order agreement with Airbus of 109 A320s (plus purchase rights) for Qantas Group regional subsidiary Jetstar. That order will now be combined into “a single Qantas Group narrow body order of 299 aircraft (half of which are firm orders and half are purchase right options), with the flexibility to draw down on that order by choosing any variant from the A320 and A220 families,” according to details on the order released by Qantas.

“We have come through the other side of the pandemic a structurally different company. Our domestic market share is higher and the demand for direct international flights is even stronger than it was before COVID. The business case for Project Sunrise has an internal rate of return in the mid-teens,” Joyce said.

A release of its third-quarter fiscal year 2022 results showed an increase in passenger demand for Qantas, including increased “bookings for markets including London, Los Angeles, South Africa and Bali all above pre-COVID pandemic levels.”

The post Qantas Commits to New Airbus Fleet Order for Project Sunrise, Boeing 737 Replacement appeared first on Aviation Today.

Air Methods to Retrofit Medical Transport Fleet with FlightOS Control Interface

The Skyryse FlightOS flight control interface, shown here in a simulator at the startup’s technology lab, will be retrofitted to 400 fixed and rotary wing air medical transport aircraft under a new agreement between the Los Angeles-based startup and Air Methods, one of the largest air medical services providers in the U.S. (Photo, courtesy of Skyryse)

Air Methods, one of the largest air medical service providers and helicopters operators in the U.S., has signed a new agreement with California-based transportation technology provider Skyryse to retrofit more than 400 single-engine helicopters and fixed-wing aircraft with the FlightOS automation hardware and software.

Skyryse first started making headlines in 2019 after using its flight stack automation technology—a combination of helicopter flight and communications systems including “smart helipads”—to autonomously fly a modified Robinson R44 helicopter with no human intervention. In addition to retrofitting its air medical transport fleet with FlightOS, Air Methods will invest $5 million into a Series B funding round for Skyryse, bringing the startup’s total raised to $205 million.

The Air Methods’ total fleet of owned, leased, or maintained aircraft features more than 450 helicopters—the world’s largest fleet of civilian helicopters—and fixed-wing aircraft operating at more than 300 bases across the U.S., transporting more than 100,000 people last year. A partnership video released by the two companies shows Air Methods pilots evaluating the new technology in the Skyryse FlightOS technology in Big Bear, California, replacing the traditional cyclic-collective flight controls with a side stick and touchscreen tablet interface for the pilots.

Mark Groden, CEO of Skyryse, told Avionics International in emailed statements that the retrofit program will replace the cockpit systems featured on fixed and rotary-wing aircraft in the Air Methods fleet with a “full fly-by-wire system that’s built to commercial airliner standards.” That setup is paired with Skyryse’s “universal flight deck and four-axis side stick,” according to Groden, who also notes that the company provides all of the necessary communications and navigation systems along with sensors necessary to enable their system.

“We will be replacing traditional flight controls, avionics, radios, GPS, and ADS-B with our system,” Groden said. “We replace airframe specific and complicated flight controls with a touch screen interface and a four-axis side stick. That shift dramatically reduces pilot workload in the cockpit and we also handle emergency situations such as autorotation. We are currently doing autorotations with FlightOS, an industry first.”

As Groden previously explained in a March 2020 interview with Avionics, FlightOS is designed to be easy enough to control and learn that people with little to no flying experience could learn to use it. While the flight controls are manipulated through the touchscreen tablet and side-stick setup, on-board computers control all aspects of the flight envelope, manage the airframe’s structure and aerodynamic operating limits, and leverage exterior radar and sensors for real-time situational awareness.

Skyryse has continued to raise capital and develop its FlightOS technology as well as provide media demonstrations over the last year. Michael Huerta, the former FAA Administrator, and Chris Hart, former chairman of the National Transportation Safety Board (NTSB), were also added on as advisors in November.

Groden said the company was unable to share details about the cloud computing and IT infrastructure required to enable FlightOS or images of what the retrofitted Air Methods fleet will look like once the upgrades are completed at this time.

“As the leading Air Medical provider in the United States, we are always looking for ways to make rotor and fixed-wing flight safer,” Air Methods CEO JaeLynn Williams said in a statement. “Skyryse is a cutting-edge technology that will drive a step change in the safety of rotor and fixed-wing flight not only for Air Methods, but for our customers and the entire HEMS industry.”

The post Air Methods to Retrofit Medical Transport Fleet with FlightOS Control Interface appeared first on Aviation Today.

United Airlines and Archer Create eVTOL Advisory Committee

Archer’s development of an eVTOL aircraft for urban air mobility is the main focus of a new joint advisory committee formed in collaboration with United Airlines. (Photo courtesy of Archer)

A joint advisory committee for electric vertical take-off and landing (eVTOL) aircraft was just formed between Archer Aviation and United Airlines. The committee will support Archer’s eVTOL development process with recommendations related to maintenance and operational concepts. Both companies intend to facilitate large-scale adoption of aircraft for the future advanced air mobility (AAM) market by researching systems and features that can improve eVTOL operations. In the long-term, the focus for Archer in this collaboration is creating operational efficiencies with UAM fleet support that incorporates existing networks and logistics concepts.

United Airlines first entered into an agreement with the eVTOL developer in February 2021 to purchase 200 of Archer’s vehicles, along with an additional, optional purchase of $500 million. The new joint eVTOL advisory committee that was just announced is chaired by Dave Dennison, Archer’s Vice President of Engineering, and Mauricio Angel, United’s Managing Director for United Express TechOps Strategy and Operations.

Other members from United Airlines will join the committee, including Jason Onorati, Director of Maintenance Programs; Robert Bernard, Senior Manager for Maintenance Programs; Brian Johnson, Director of Materials; Edward Espiritu, Senior Manager for United Airlines Ventures; and Monal Merchant, Senior Manager for UAX Engines and Engineering.

Archer’s CEO, Adam Goldstein; COO Tom Muniz; and Maintainability Lead Armando Chieffi will represent the company on the new committee as well. “The formation of this advisory committee further demonstrates Archer’s commitment to building advanced infrastructure to support UAM at scale,” said Goldstein in the announcement from Archer. He explained that United’s expertise regarding commercial aviation operating strategy will be leveraged as the committee develops recommendations for future eVTOL operations. “The adoption of UAM is about more than just the certification of our aircraft,” he continued. “United’s operational experience here will be invaluable as we work towards delivering aerial ride-sharing at scale.”

At the foundation of the new partnership is a shared goal of advancing sustainable urban air mobility (UAM), President of United Airlines Ventures, Michael Leskinen, remarked. “Assembling this group of industry-leading talent, and harnessing the valuable insights it yields, will be a vital step in enabling consumer adoption of eVTOL.”

Archer’s all-electric Maker aircraft completed its first successful hover flight test in December. Following that achievement, the team has moved forward with an ongoing flight test campaign that will continue throughout 2022 and beyond. The four-seater production aircraft may make its debut at the end of this year or in 2023. Goldstein expects the launch date for aerial ride-sharing services in the UAM market towards the end of 2024.

Another recent announcement came from Archer Aviation regarding a leadership change that simplifies Archer’s operating structure. According to the company, co-founder Brett Adcock is stepping down as co-CEO but will remain a member of the Board of Directors. As of April 18, Adam Goldstein is the company’s sole CEO. “Co-founding and leading Archer was one of the greatest experiences of my life, and I am so proud of the incredible Archer team and their many accomplishments. I am fully committed to the success of Archer,” said Adcock.

The post United Airlines and Archer Create eVTOL Advisory Committee appeared first on Aviation Today.

PODCAST: Ethiopian Airlines USA Regional Director Talks Pandemic Recovery, Air Cargo and More

Samson Arega, the new USA Regional Director of Ethiopian Airlines, is the guest on this episode.

On this episode of the Connected Aviation Intelligence Podcast, we’re joined by the new regional director for U.S. operations of Ethiopian Airlines, Samson Arega.

After a three-year stint as the country manager of Ethiopian Airlines’ Canadian office, Arega transitioned to his new position as the leader of U.S. operations for Ethiopian earlier this year. Arega provides some perspective on how Ethiopian’s air cargo operations continue to grow, how the airline never fired any of its employees throughout the entirety of the pandemic, and some perspective on the airline’s in-flight Wi-Fi and other new technologies it is using.

Have suggestions or topics we should focus on in the next episode? Email the host, Woodrow Bellamy, at wbellamy@accessintel.com, or drop him a line on Twitter @WbellamyIIIAC. Also, check out the agenda for the 2022 Connected Aviation Intelligence Summit just posted to our event website!

REGISTRATION FOR THE 2022 CONNECTED AVIATION INTELLIGENCE SUMMIT IS NOW OPEN, AIRLINES ARE FREE TO ATTEND! CLICK HERE TO REGISTER TODAY!>>

Listen to this episode below, or check it out on iTunes or Google Play. If you like the show, subscribe on your favorite podcast app to get new episodes as soon as they’re released.

The post PODCAST: Ethiopian Airlines USA Regional Director Talks Pandemic Recovery, Air Cargo and More appeared first on Aviation Today.

Starlink In-flight Connectivity Service Agreement Reached for Hawaiian Airlines Fleet

Hawaiian Airlines has a new agreement with SpaceX to add in-flight internet service enabled by Starlink connectivity to its fleet of Airbus and Boeing aircraft. (Photo, courtesy of Hawaiian Airlines)

Hawaiian Airlines has become the first major airline to reach an agreement with SpaceX that will add in-flight connectivity (IFC) service enabled by Starlink satellites to a fleet of Airbus and Boeing aircraft with installations scheduled to begin next year, according to an Apr. 25 announcement from the company.

The Hawaiian Airlines agreement follows last week’s announcement by California-based public charter operator JSX that it would become the launch air carrier for Starlink IFC, with the first passenger-carrying flights featuring the new service to begin later this year. Several days after the JSX announcement, Hawaiian Airlines unveiled its own new agreement with SpaceX to add Starlink connectivity to its fleet of Airbus A330 and A321neo aircraft, as well as the Boeing 787-9s it currently has on order.

In an emailed statement to Avionics International, Alex Da Silva, a representative for Hawaiian Airlines confirmed that the Starlink IFC service will be complimentary to passengers.

“We are working with Starlink to map our implementation timeline, and determine our schedule for testing and engineering work for the Wi-Fi infrastructure,” Da Silva said. “We are working with Starlink to map our implementation timeline, and determine our schedule for testing and engineering work for the Wi-Fi infrastructure.”

Hawaiian’s fleet of Boeing 717s that operate shorter inter-island flights will not be equipped with Starlink IFC terminals. According to the airline’s 2021 annual report filing, Hawaiian’s in-service fleet consists of 24 total A330-200s and 18 A321neos, with 10 total 787-9s on order under a 2018 purchase agreement with Boeing.

Starlink is the first in-flight internet service that will be offered by Hawaiian, as the airline currently offers access to wireless streaming in-flight entertainment (IFE) content on its A321neo flights, and other forms of IFE on other aircraft models—with no connectivity currently available onboard.

“We waited until technology caught up with our high standards for guest experience, but it will be worth the wait,” Hawaiian Airlines President and CEO Peter Ingram said in a statement.

Starlink is SpaceX’s Low-Earth Orbit (LEO) satellite constellation, one of several whose operators have eyes on disrupting the IFC market by offering high-speed access to broadband in-flight at a lower cost. SpaceX Vice President of Starlink Commercial Sales Jonathan Hofeller has been discussing the company’s vision for IFC during several public appearances over the last year, including most recently at the Satellite 2022 conference in Washington D.C.

“Hawaiian Airlines is ensuring its passengers will experience high-speed internet the way we expect it in the 21st century, making hassles like downloading movies before takeoff a relic of the past,” Hofeller said in a statement. “With Starlink, the in-flight experience is greatly simplified so that once passengers step onboard the plane the internet works seamlessly throughout their flight. Soon, passengers will enjoy all the benefits of having the world’s best inflight internet connectivity from the comfort of their seats.”

The post Starlink In-flight Connectivity Service Agreement Reached for Hawaiian Airlines Fleet appeared first on Aviation Today.

Satcom Direct Becomes Gulfstream Default Datalink Provider, Certifies IFC Antenna System

Left to Right: Satcom Direct’s John Kummer, VP Strategy & Programs, Jim Jensen Founder and CEO, and Chris Moore, President, celebrate STC approvals for the Plane Simple terminal on Gulfstream types. (Photo, courtesy of Satcom Direct)

Satcom Direct (SD), the Melbourne, Florida-based business aviation services company, has expanded the number of new connectivity technologies it is providing to Gulfstream to start 2022, including the launch of a new antenna system and becoming the default data link provider for new in-production Gulfstream jets.

Earlier this month, SD’s “Plane Simple” Ku-band tail-mounted antenna System achieved FAA Supplemental Type Certification (STC) approval for Gulfstream G550, G450, GV and GIV jets. The STC approval was followed by an an April 20 announcement confirming SD’s FlightDeck Freedom (FDF) flight deck communications platform as the default data link system on new and in-production Gulfstream G500, G600 and G650ER jets.

The first production line-fits for the models have already been completed, according to the company. Both achievements will expand SD’s ability to provide connectivity services as well as new flight operations and passenger experience applications for Gulfstream operators.

Under a collaboration with Bobingen, Germany-based aircraft modification and certification services company, the Plane Simple antenna system has also received certification approval from the European Aviation Safety Agency, (EASA) for multiple Bombardier types, covering Global 6000, 5000, Express XRS and Express jets.

SD’s new certification achievements for the Plane Simple antenna system marked the end of several years of development of that system in partnership with QEST, Quantenelektronische Systeme GmbH, a company based in Holzgerlingen, Germany that makes antenna transmitting and receiving equipment.

The Plane Simple Ku-band tail mount antenna was confirmed qualified for Ku-band service activation by Intelsat in January. (Photo, courtesy of Satcom Direct)

During an interview with Avionics International in February upon achieving qualification of the new antenna system on Intelsat’s FlexExec network—a Ku-band satellite service that exclusively serves business aviation launched by Intelsat in 2018—Chris Moore, president of Satcom Direct said that the company developed the 12-inch tail-mounted antenna system with just two line-replaceable units for mid-to-large sized business jets with a range of 3,000 miles or more.

“The two LRUs are really important because the modem unit goes in the un pressurized vessel of the airframe. So it doesn’t take up any space within the aircraft’s baggage compartment where most of the current systems go today,” Moore said. “Most of the antenna systems available for business jets today have four to five LRUs and are variants of systems developed for airliners that have been aligned to business jets. We’re the first company that we know of that has developed an antenna system purposely designed for business jets.”

Moore said that an unnamed business aviation operator has already started flying with the antenna system using Intelsat’s FlexExec network. Enabled by Intelsat’s Epic high-throughput satellite (HTS) network, the service enables a 10-megabit-per-second connection to the aircraft, enough to enable simultaneous live-streaming on passenger and pilot devices.

SD has also integrated a cybersecurity module into its connectivity services that exists within its SD Pro software as a service platform. The module interfaces all internet traffic occurring over its various networks with its global data infrastructure where engineers constantly monitor the network for security risks.

Flight testing of more than 115 flight hours over 62 individual legs with 250 GB of data transmitted provided the qualification for the new system on an SD-owned Dassault Falcon 2000LX, according to a Jan. 24 press release about the new system.

According to Moore this is the first of a series of antennas that the company will launch.

“Plane Simple is our Ku-band system, however we’re also working on Ka-band variants, and we’re also working on an electronically steered phased array, or flat-panel antenna. Our focus is on developing an open architecture that gives operators that ability to make use of the best and most capable satellite networks that meet their respective operational profile requirements,” Moore said.

SD expects further certification approvals for the new antenna on other aircraft models by the end of the second quarter from the FAA and Transport Canada in addition to EASA.

The post Satcom Direct Becomes Gulfstream Default Datalink Provider, Certifies IFC Antenna System appeared first on Aviation Today.

SpaceX Signs JSX as First Air Carrier for Starlink In-flight Connectivity Service

JSX is adding SpaceX’s Starlink in-flight internet service to its Embraer jets starting later this year. (Photo, courtesy of JSX)

JSX, the California-based Part 135 public charter operator, will become the first air carrier to operate aircraft using SpaceX’s Starlink satellites for in-flight connectivity (IFC) service.

The company posted the announcement to its LinkedIn and Twitter accounts on Thursday, indicating that its first SpaceX-equipped aircraft will start flying with Starlink’s IFC service this year.

“JSX is proud to be the first air carrier to adopt SpaceX Starlink internet inflight, free for every Customer onboard. We’d call it the best Wi-Fi in the sky, but it’s actually the greatest Wi-Fi in the galaxy – coming later this year,” the announcement says.

The charter air carrier has released no details beyond its social media announcements, and several minor statements about how the service will perform on passenger-carrying flights. CNBC reported Thursday that JSX CEO Alex Wilcox confirmed their agreement with SpaceX covers up to 100 aircraft and is currently pending regulatory approval.

“Our Customers have repeatedly asked us when we would offer inflight Wi-Fi, and we’ve said that we’ll do it when we find the best product in the world. Today, I’m proud to say, we’ve found it and the wait for Wi-Fi on JSX is nearly over,” Wilson said in an April 21 press release. “Starlink’s technology will change the way JSX Customers access and enjoy the Internet while inflight and demonstrates another example of how our forward-thinking model of flying delivers the most simple, joyful, and seamless air travel experience available in the skies.”

The majority of routes operated by JSX are between airports located in California and southwestern destinations, with a fleet of 77 total Embraer 135s and 145s. The JSX brand is a subsidiary of private charter JetSuite, and focuses on providing short haul flights at prices that compete with commercial airline business cabin fares. The company previously had committed to becoming the launch customer for the SmartSky Networks IFC service.

The JSX charter air carrier service route map. (Photo, courtesy of JSX)

SpaceX has been indicating its intention to provide IFC service via its Starlink satellite network since March 2021, when the company made its first Federal Communications Commission (FCC) filing asking for a license that would authorize the operation of Starlink terminals for Earth Stations in Motion (ESIMs) on aircraft, ships, and vehicles, according to reporting featured in Via Satellite, a sister publication to Avionics International.

Starlink is a constellation of satellites in Low-Earth Orbit (LEO) that provides broadband internet service in a direct-to-consumer model that has been adjusted to serve enterprise and industrial applications. SpaceX has launched 2,335 Starlink satellites to date, following their latest launch on April 21.

Jonathan Hofeller, who serves as vice president of SpaceX, has also discussed the company’s plans for in-flight connectivity services in several public appearances over the last year. As an example, during his participation on panel discussion at the Satellite 2022 conference in March, Hofeller said the Starlink IFC service will be capable of enabling streaming to every passenger on an aircraft.

“We believe in a future where connectivity is abundant, you’re not scrapping for kilobits per second here. It’s so much that people get on the plane and they stream just like they do in their home, so we’re designing a service that every single passenger on that plan can stream simultaneously if need be,” Hofeller said.

During a virtual appearance on a Connected Aviation Intelligence panel discussion about LEO satellite IFC for aviation services, Hofeller said the company has developed its own IFC terminal that leverages its phased array consumer antenna for aviation.

“High-speed, low-latency internet is critical in our modern age, and during air travel is no exception,” Hofeller said in a statement, commenting on the JSX agreement. “With Starlink, we’re able to provide an internet experience similar to or better than what passengers experience at home. We are creating a future that when all customers walk on to the plane, the internet just works – no hassles, no logins. By being the first air carrier to adopt Starlink, JSX is setting this new standard for air travel.”

Correction: A previous version of this article referred to JSX as an airline. It has been updated to reflect JSX’s status as a Part 135 operator classified as an air carrier, not an airline.

The post SpaceX Signs JSX as First Air Carrier for Starlink In-flight Connectivity Service appeared first on Aviation Today.

GE Aviation Embracing Software Modularity in Third Generation Connected Flight Management System

GE Aviation is working on the introduction of its third generation “TrueCourse” Connected FMS software. (Photo, courtesy of GE Aviation)

GE Aviation is actively working with several unnamed commercial and military aircraft operators on the introduction of its third generation TrueCourse Connected Flight Management System (FMS) software, Avionics International learned during a recent interview with Jeremy Barbour, the company’s Connected Aircraft General Manager.

The third generation FMS is being developed with TrueCourse segmented into reusable software components and certification artifacts, making them easier to upgrade over the life cycle of the aircraft. GE Aviation’s avionics division has been working on making its FMS more software centric and connected to pilot tablet applications since 2018, when it first demonstrated an open architecture cockpit concept at the Farnborough International Air Show.

Barbour explained how GE is preparing for the first operational launch of their upgraded Connected FMS software.

“Our latest FMS product, TrueCourse, is a third generation design that applies all of the lessons learned from our prior two architectures. It is enabled by a software technology called Framework that enforces several design practices that are key to our modularity. These practices are valuable from both a design evolution and a certification standpoint as the regulatory environment continues to apply additional scrutiny on software functions,” he said.

Interviews with other GE avionics engineers in recent years have focused on the company’s goal of establishing a new a new interface to the FMS, that gives tablet electronic flight bag (EFB) applications bi-directional access to the FMS. The company has also made its Connected FMS software development kit available to third party application developers.

GE Aviation’s TrueCourse Connected FMS segments software functions into reusable components and certification artifacts, making them easier to upgrade over time. (Photo, courtesy of GE Aviation)

According to Barbour, Framework is helping to “future-proof” their FMS, making it more software-centric and capable of advanced diagnostics that identify anomalies or system errors that could occur while in-flight. The Framework software is also responsible for managing all of the static memory within the FMS, or all of the navigational data that gets stored and randomly accessed by the FMS in response to pilot inputs.

Management of that static memory within the FMS is critical to enabling GE’s third generation connected FMS concept, as it allows two key elements, Barbour said. “Any data point managed by Framework can be exposed to external systems via our Connected FMS technology. If data is the new oil, TrueCourse, enabled by Framework, is an fantastic asset. Anything the pilot could do through the FMS user interface in the cockpit can be accomplished through the Connected FMS tablet interface programmatically. This provides the ultimate capability for future autonomy needs. When we say the design is future proof – we mean it.”

More than 14,000 in-service commercial and military aircraft feature GE Aviation’s FMS software, including the Airbus A320 and A330, all Boeing 737 variants and the KC-46. TrueCourse is one of several flight management systems that are being modified with connectivity links and interfaces that connect tablet EFB devices to an aircraft’s databus network. Universal Avionics, Thales, and Honeywell Aerospace are among the other avionics makers that currently have their own flavors of cloud native and connected FMS technologies in development or ready for launch.

Barbour said that their connected FMS has not been used on any in-service commercial aircraft yet, however, the company is actively working with an unnamed airline on its eventual commercial launch, and has several military aircraft users are trailing the upgrade as well. One Connected FMS application that Barbour has found interest in from his discussions with airline pilots is dynamic re-routing.

“Dynamic re-routing occurs when a pilot learns something about their current route that they did not know when they planned flight. That could be weather, turbulence or even traffic flow management at the destination airport. Updating time of arrival, navigating around winds, chasing a tail wind in order to increase fuel efficiency at different altitude, we see a lot of opportunities for the Connected FMS to make better use of that information. Modifying the flight plan on the FMS today is an extremely manual process, and the Connected FMS could automate a lot of those tasks,” Barbour said.

GE currently does not have a targeted date on when the first True Course Connected FMS software will start flying, however, Barbour said their focus right now is on incorporating feedback they have received on how to optimize the EFB-FMS application data exchange and integration.

The post GE Aviation Embracing Software Modularity in Third Generation Connected Flight Management System appeared first on Aviation Today.

Category Archives: All News