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February 2013

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Countries around the world are deploying the next-generation of ATM technologies

SOFTWARE-DEFINED RADIO

After lengthy delays, systems are fi nally being fi elded

SYNTHETIC VISION

SVS systems gaining traction in GA, rotorcraft markets

ATC GLOBAL 2013EXHIBITION & CONFERENCE

THE INDEPENDENT VIEW OF THE SKIES

12-14 MARCHAMSTERDAM RAI

WWW.ATCGLOBALHUB.COM

Now in its 23rd year, the ATC Global Exhibition & Conference will offer unprecedented opportunities for the international air traffi c management community to network, develop business and share knowledge at an event established for the industry, with the industry.

Thousands of ATM professionals will travel from across the world to see the latest products and technologies, attend a fi rst-class programme of informative and practical workshops and seminars, and build industry relationships at the drinks receptions and social events. For those responsible for driving ATM strategy, the ATC Global Conference will provide a neutral platform from which all views and perspectives can be represented. Delegates will benefi t from three full days of in-depth debate and analysis with a comprehensive programme of topics designed to give honest assessment, practical lessons, and realistic prognosis identifying where the accountabilities lie.

REGISTER FOR YOUR FREE

VISITOR PASS OR BOOK YOUR

CONFERENCE PLACE NOW!

Supported by Lead media partner Organised by Media partners

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November 2004 • Vol. 28, No. 11

For photocopy or reuse requests: 800-772-3350 or [email protected]

4 Choke Cherry Rd., 2nd Floor Rockville, MD 20850 Phone: 301/354-2000Fax: 301/340-3169

EDITORIAL

EDITOR-IN-CHIEF Emily Feliz

[email protected]

DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINEJulie Blondeau Samuel

[email protected]

CONTRIBUTING EDITORS Frank Colucci, Ed McKenna,

Robert Moorman, James W. Ramsey, Charlotte Adams

ADVERTISING & BUSINESSPUBLISHER

Randy Jones972-713-9612

[email protected]

SALES MANAGERSusan Joyce

[email protected]

DESIGN & PRODUCTION GRAPHIC DESIGNER Gretchen Saval

PRODUCTION MANAGER Sophie Chan-Wood

301-354-1671

[email protected]

AUDIENCE DEVELOPMENTFULFILLMENT MANAGER George Severine

[email protected]

SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314

LIST SALESStatlistics Jen Felling

203-778-8700

[email protected]

REPRINTSWright’s Media1-877-652-5295

[email protected]

Access Intelligence, LLCCHIEF EXECUTIVE OFFICER

Don PazourEXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER

Ed PinedoEXECUTIVE VICE PRESIDENT, HUMAN RESOURCES

& ADMINISTRATION

Macy L. FectoDIVISIONAL PRESIDENT

Heather FarleySENIOR VICE PRESIDENT & GROUP PUBLISHER

Jennifer SchwartzVICE PRESIDENT, PRODUCTION & MANUFACTURING

Michael KrausSENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT

Sylvia SierraSENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER

Robert PaciorekVICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT

Steve Barber

VICE PRESIDENT/CORPORATE CONTROLLERGerald Stasko

LOOK INSIDE

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www.avionicstoday.com February 2013 Avionics Magazine 5


inside

The editors welcome articles, engineering and technical reports, new product information, and other industry news. All editorial inquiries should be directed to Avionics Magazine, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850–4024; 301-354-1820; fax: 301-340-8741. email: [email protected]. Avionics Magazine (ISSN-1085-9284) is published monthly by Access Intelligence, LLC, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850. Periodicals Postage Paid at Rockville, MD, and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the avionics industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $228. Foreign: one year $149; two years $278. POSTMASTER: Send address changes to Avionics Magazine, P.O. Box 3092, Northbrook, IL 60065-3092. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Avionics Magazine, Customer services, P.O. Box 3092, Northbrook, IL 60065-3092, or call 847-559-7314. Email: [email protected]. Canada Post 40612608. Return Undeliverable Canadian Addresses to: PitneyBowes, P.O. BOX 25542, LONDON ON N6C 6B2 ©2011 by Access Intelligence, LLC Contents may not be reproduced in any form without written permission.

Printed in U.S.A.

magazineFebruary 2013 • Vol. 37, No. 2

www.avionicstoday.com

Visit www.avionicstoday.com to begin a

subscription to the digital edition of Avionics.

■ E-Letters

• Review of top developments

in the civil

and military aircraft

electronics industry

■ Webinars www.aviationtoday.com/webinars

• Beyond Line of Sight: Using Satcom Datalinks to Enhance UAV Operations

• Navigating the Skies: The Future of GPS

• Driving Innovation: A Software-Centric

Approach to Avionics

Development

• Harnessing the Power of Social Media

in Avionics

• Enhancing Your Flight Operations with Global Voice

and Data Connectivity

Traffic Tools ..................................... 16

NextGen and SESAR may be moving slowly toward implementa-

tion. But some modernized air traffic management systems are

already operational. by Robert W. Moorman

industry

SDR Takes Flight .............................24

After a lengthy, and expensive, development period, software-

defined radio systems are being fielded in the United States and

around the world. by Charlotte Adams

military

product focus

white paper

24

Synthetic Vision Systems ................30

Having proven their worth in business aviation to improve situ-ational awareness, SVS systems are making in-roads in the

general aviation and rotorcraft markets. by Ed McKenna

iPad as EFB .....................................44

2012 marked the year of the ‘iPad Cockpit Invasion.’ Every day,

more and more iOS apps are created to help streamline pro-

cesses that once were on paper. by Luke Ribich, ASIG

ATC GLOBAL 2013

THE INDEPENDENT VIEW OF THE SKIES

12-14 MARCHAMSTERDAM RAI

WWW.ATCGLOBALHUB.COM

Now in its 23rd year, the ATC Global Exhibition & Conference will offer unprecedented opportunities for the international air traffi c management community to network, develop business and share knowledge at an event established for the industry, with the industry.

Thousands of ATM professionals will travel from across the world to see the latest products and technologies, attend a fi rst-class programme of informative and practical workshops and seminars, and build industry relationships at the drinks receptions and social events. For those responsible for driving ATM strategy, the ATC Global Conference will provide a neutral platform from which all views and perspectives can be represented. Delegates will benefi t from three full days of in-depth debate and analysis with a comprehensive programme of topics designed to give honest assessment, practical lessons, and realistic prognosis identifying where the accountabilities lie.

REGISTER FOR YOUR FREE

VISITOR PASS OR BOOK YOUR

CONFERENCE PLACE NOW!

Supported by Lead media partner Organised by Media partners

4 Avionics Magazine February 2013 www.avionicstoday.com

also in this issueEditor’s Note

Back from the Brink . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Column: AEEC Report

Big Plans for 2013 . . . . . . . . . . . . . . . . . . . . . . . . . . .48

Departments

Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8New Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38People . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56Ad Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Cover photo courtesy Saab Sensis

insidemagazine

insidemagazine

insidemagazine

insidemagazine

■ Online Resources

• Aerospace Acronym Guidewww.aviationtoday.com/av/acronym/a.html

• White Papers, Tech Reportswww.aviationtoday.com/at/otherdocs/

• Aviation Today’s Job Boardwww.aviationtoday.com/aviationjobs/

Follow Avionics Magazine on Twitter and Facebook:

twitter.com/AvionicsMag facebook.com/pages/Avionics-Magazine

■ Online Resources

• Aerospace Acronym Guidewww.aviationtoday.com/av/acronym/a.html

• White Papers, Tech Reportswww.aviationtoday.com/at/otherdocs/

• Aviation Today’s Job Boardwww.aviationtoday.com/aviationjobs/

Follow Avionics Magazine on Twitter and Facebook:

twitter.com/AvionicsMag facebook.com/pages/Avionics-Magazine

The editors welcome articles, engineering and technical reports, new product information, and other industry news. All editorial inquiries should be directed to Avionics Magazine, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850–4024; 301-354-1820; fax: 301-340-8741. email: [email protected]. Avionics Magazine (ISSN-1085-9284) is published monthly by Access Intelligence, LLC, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850. Periodicals Postage Paid at Rockville, MD, and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the avionics industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $228. Foreign: one year $149; two years $278. POSTMASTER: Send address changes to Avionics Magazine, P.O. Box 3092, Northbrook, IL 60065-3092. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Avionics Magazine, Customer services, P.O. Box 3092, Northbrook, IL 60065-3092, or call 847-559-7314. Email: [email protected]. Canada Post 40612608. Return Undeliverable Canadian Addresses to: PitneyBowes, P.O. BOX 25542, LONDON ON N6C 6B2 ©2011 by Access Intelligence, LLC Contents may not be reproduced in any form without written permission.

Printed in U.S.A.

30

DIG_02_AVS_0213_TOC_02_05.indd 4 1/22/13 1:54:04 PM

November 2004 • Vol. 28, No. 11

For photocopy or reuse requests: 800-772-3350 or [email protected]

4 Choke Cherry Rd., 2nd Floor Rockville, MD 20850 Phone: 301/354-2000Fax: 301/340-3169

EDITORIAL

EDITOR-IN-CHIEF Emily Feliz

[email protected]

DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINEJulie Blondeau Samuel

[email protected]

CONTRIBUTING EDITORS Frank Colucci, Ed McKenna,

Robert Moorman, James W. Ramsey, Charlotte Adams

ADVERTISING & BUSINESSPUBLISHER

Randy Jones972-713-9612

[email protected]

SALES MANAGERSusan Joyce

[email protected]

DESIGN & PRODUCTION GRAPHIC DESIGNER Gretchen Saval

PRODUCTION MANAGER Sophie Chan-Wood

301-354-1671

[email protected]

AUDIENCE DEVELOPMENTFULFILLMENT MANAGER George Severine

[email protected]

SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314

LIST SALESStatlistics Jen Felling

203-778-8700

[email protected]

REPRINTSWright’s Media1-877-652-5295

[email protected]

Access Intelligence, LLCCHIEF EXECUTIVE OFFICER

Don PazourEXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER

Ed PinedoEXECUTIVE VICE PRESIDENT, HUMAN RESOURCES

& ADMINISTRATION

Macy L. FectoDIVISIONAL PRESIDENT

Heather FarleySENIOR VICE PRESIDENT & GROUP PUBLISHER

Jennifer SchwartzVICE PRESIDENT, PRODUCTION & MANUFACTURING

Michael KrausSENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT

Sylvia SierraSENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER

Robert PaciorekVICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT

Steve Barber

VICE PRESIDENT/CORPORATE CONTROLLERGerald Stasko

LOOK INSIDE

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editor’s noteb y E m i l y F e l i z

Back from the Brink

The clock struck midnight on Dec. 31, the ball dropped, confetti was thrown and, the United States teetered on the brink, but did not fall over, the fiscal cliff. It took some last-minute wrangling and tense

negotiations, but lawmakers passed, and the President Obama ultimately signed, the American Taxpayer Relief Act of 2012, raising taxes on top earning Americans and avoid-ing the worst effects of the fiscal cliff.

However, the bill put off a final decision on the fiscal cliff until March, and did not provide any action on the dreaded sequestration and its billions of dollars in spend-ing cuts for the defense industry.

Voices from around the country were relieved the coun-try missed the worse of the fiscal cliff but criticized law-makers for lack of definitive action on sequestration. So it seems the country is back from the brink of the “cliff,” but we find ourselves back in a odd, no-man’s-land position yet again.

“Congress has prevented the worst possible outcome by delaying sequestration for two months. Unfortunately, the cloud of sequestration remains,” Defense Secretary Leon Panetta said in a statement. “Congress cannot con-tinue to just kick the can down the road.”

And down the road could be even more complex for the defense industry as the up to $45 billion in defense cuts this year would be compressed into nine months instead of 12, analysts warn. But sequestration is only part of the challenge facing the industry. “The fear is still there,” Richard Aboulafia, vice president of analysis of the Teal Group told me in early January. “It’s more than sequestra-tion … it’s the global economy, the credit picture that’s still hanging over the industry.”

So now what? We didn’t fall over the cliff, but the coun-try, and more specifically the defense and aerospace


It seems the

country is back

from the brink of

the fiscal cliff,

but we find

ourselves back in a

odd, no-man’s-land

position yet again.


industries, are hanging on by their fingernails. I guess the short answer is that the industry must wait — wait for Congress, wait for the economy to improve, wait for the next election perhaps, but wait nonetheless. It’s a familiar position, one that the industry has been in for many, many months, as I wrote about in this space last month.

Defense contractors in the United States are used to the wait and have said so in recent weeks.. However, they warned prolonged action on sequestration could have chilling impacts around the industry. Lockheed Martin CEO Marilyn Hewson said the delay of sequestration “stifles investment in plant, equipment, people and future research and development essential to the future health of our industry.”

In a statement issued in early January, BAE Systems said “the prolonged uncertainty associated with sequestration, which has already made it virtually impossible to plan near- and long-term business decisions, will persist for yet another two months.”

At the risk of being redundant, as I have said this numerous times in this space, it’s time for Congress to act to save this vital part of this country’s economy from financial ruin. These cuts would be devastating and we simply can’t afford to let cuts of this magnitude derail this industry and the overall economy. There are many times and cases in which we have no control over our future. And it’s true the economy isn’t something that can be easily fixed or changed. But in this case at least as it pertains to sequestration, the future is entirely in the hands of the Congress, which is a scary position to be sure.

“If sequestration is not solved in the next 57 days, it would be an abdication of responsibility by the leaders of this country, one that will only heighten Ameri-cans’ cynicism and cement the public image of a grid-locked Washington that simply doesn’t work,” said Aerospace Industries Association (AIA) President Marion Blakey.

I’d love to hear from our readership on this. Is too much being made of the impacts of sequestration? Not enough? Is it impacting your work? Send me an email at [email protected], or drop me a line on Facebook or Twitter (@EmilyFeliz1). We’ll post a round-up of what everyone is saying about seques-tration on our Website and e-letters

Until then, stay away from the ledge.


industry scan

OnAir, a key service provider in the in-flight connectivity arena, is hoping for a banner year in 2013. Ian Dawkins, CEO, OnAir told Avionics sister publication In-Flight Connectivity Insider 2013 will be the year when in-flight connectivity becomes part of the mainstream for airline and busi-ness aviation passengers alike.

“Airlines are starting to roll out these services across their fleet. This year, it will become an entirely natural dynamic to people that if they travel, they can connect to the Internet. That will become a reality around the world in 2013. This will be a trend,” Dawkins said.

“I think the other trend to look out for in 2013 is the move towards GSM ser-vices. Because of the explosion of smart phones, you will just be able to connect

A passenger connects onboard Emirates’ A380 via OnAir’s connectivity system.

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OnAir CEO Sees 2013

as a Big Year for

In-Flight Connectivity


when you are on the ground. The market is growing very quickly. At the moment, only 20 percent of the world’s aircraft have signed up to connectivity today. Only a very small percentage have got connectivity up and working today,” he said.

OnAir, which counts Emirates Airlines, Singapore Airlines and TAM Airlines among its client, offers its services across a number of different platforms via SwiftBroad-band. It works with Thales, for example, and had done a number of deals with them, as well as offering systems on Airbus aircraft.

“We are very agnostic in terms of what we want to do. It is part of our strategy. Everyone talks about how big the pie is. But, you hear less about managing that ser-vice. We have done it. Airlines are becoming more aware of the operational side. We are looking at developing a number of applications that will enhance the operational side of the business, and I do see that side of the business. Airlines are going to look at how they can best optimize the passenger service, as well as optimize the opera-tions of the aircraft. We can provide the infrastructure to allow these applications into the aircraft,” says Dawkins.

Additionally, OnAir in September signed an official contract with Inmarsat finalizing the appointment of OnAir as the first Aviation Distribution Partner for Global Xpress (GX) Ka-band network. In preparation for the introduction of Global Xpress, OnAir has already started to secure customers for the launch of the satellite service.

While the company has done a number of high-profile deals in the commercial arena, the company also hopes to make more of an impact in the business aviation market. In December, OnAir announced that its inflight connectivity system is now a linefit option for buyers of Dassault’s Falcon 7X. The first Mobile OnAir and Internet OnAir equipped Falcon 7X will be available for delivery in 2014 and owners may linefit either or both services.

“From a business aviation market perspective, we have a very strong foothold in the higher end of the market. We cover a very broad segment. We are entering into just below that market now with GSM services. We are putting the emphasis on this market on GSM. More and more people are starting to realize the value of GSM,” says Dawkins. “That market will start to go through the change. That will be driven by small lightweight GSM equipment. We have worked with a company to develop that equip-ment and put it on board. It will be a requirement of all of the commercial airlines to have connectivity. We are about to put out an announcement on the next level of busi-ness jets with GSM services. They want to use this as a differentiator in the market as well. This market is starting to change. We are not really in the smaller end of the busi-ness jet market.” —Mark Holmes

For more on in-flight connectivity technologies and trends, visit In-Flight Connectivity

Insider at www.aviationtoday.com/av/in-flight-connectivity/

industry scan


COMMERCIAL

Licensing for Wi-Fi

The Federal Communications Commis-sion (FCC) in December approved new rules to accelerate the deployment of in-flight Wi-Fi on more commercial flights in the United States.

FCC shares regulation of in-flight con-nectivity with FAA, and has allowed com-panies to offer the services on an ad hoc basis since 2001.

The newly formed rules will allow airlines to obtain broadband Internet licenses for their aircraft by getting FAA approval as long as they prove the on-board systems do not interfere with aircraft systems. FCC defines in-flight connectivity systems as Earth Stations Aboard Aircraft (ESAA) communicating with Fixed-Satellite Service geostation-ary-orbit space stations.

“By reducing administrative burdens on both applicants and the commission, the new rules should allow the commis-sion to process ESAA applications up to 50 percent faster,” FCC said in a statement.

The decision comes following increas-ing pressure on FAA to expand the use of portable electronic devices (PED) on commercial flights. Earlier in December, Sen. Claire McCaskill (D-Mo.) sent a let-ter to FAA Administrator Michael Huerta saying she is “prepared to pursue legis-lative actions” if FAA moves too slowly in updating its policies regulating PEDs.”

Gogo in GX Pact

Gogo and Inmarsat in December signed an agreement that sees Gogo become

a value added reseller for Global Xpress (GX) in the air transport market.

The Ka-band network will be provided through a constellation of three satellites and GX is scheduled to deliver full global coverage by late 2014.

“We strongly believe Global Xpress will be the first scalable, global solution opti-mized for the aero market,” said Michael Small, Gogo’s president and CEO. “With the addition of Inmarsat’s Ka-band service, Gogo has the ability to provide the most complete range of solutions, which enable us to service the full-fleet needs of our cur-rent and future airline partners; regardless of aircraft size, mission or location.”

Through GX, Gogo said it will offer improved capacity, global coverage and significant cost advantages to its com-mercial airline customers. Optimized for mobile users, including the global aero market, GX will deliver download speeds of up to 50 megabits per second, power-ing in-flight solutions, affording a superior user experience for passengers and crew, according to the companies.

“Gogo is a leader in in-flight connectivity, serving major commercial airlines across the world and we are delighted to have them as value added resellers for Global Xpress,” said Leo Mondale, managing director of Inmarsat GX.

Gogo’s air-to-ground in-flight Wi-Fi system is installed on more than 1,600 commercial aircraft including all domestic mainline Delta Air Lines and nearly all of Delta’s regional jets; all AirTran Airways and Virgin America flights; and select Air Canada, Alaska Airlines, American Airlines, Frontier Airlines, United Airlines, and US Airways flights, Gogo said.


Cabin Lighting Market

A research report released in December predicts the global commercial aviation aircraft cabin lighting market will hit $1.25 billion by 2017, boosted by robust demand in the emerging markets.

In its report “Global Commercial Avia-tion Aircraft Cabin Lighting Market, Forecast & Analysis (2012-2017),” research firm MarketsandMarkets, based in Dallas, said airlines, which are dealing with increasingly higher fuel prices, are looking toward lighter weight cabin interiors to increase fuel efficiency. Coupled with the increase in orders for exist-ing models and new models expected to enter the market the aircraft cabin lighting industry is expected to grow at 5.43 percent during the period of 2012 to 2017. It is expected that the aircraft lighting market in China will witness the highest growth rate. The global commercial aviation aircraft cabin lighting market revenue is expected to grow from $960.8 million in 2012 to $1.25 billion by 2017.

New Thales CEO

Thales on Dec. 20 appointed Jean-Bernard Lévy as its new chairman and CEO, to replace Luc Vigneron, who resigned in December.

Vigneron resigned “after

having acknowledged lack of support of the company’s two main shareholders,” according to a statement from Thales.

France, with a 27 percent stake, and Das-sault, with a 26 percent stake, are the two main shareholders in Thales.

Lévy served as CEO at French multime-

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industry scan

dia company Vivendi for seven years prior to leaving that post in June.

“I have been aware for many years of the passion and the high-level expertise of the men

and women who contribute to the group’s numerous successes in many countries around the world. In the global market-place, Thales has all the strengths needed to play a leading role,” said Levy.

BUSINESS AVIATION

Citation M2 Production

Cessna on Jan. 10 said it has begun the initial production run of its Citation M2 light business jet, with certification on track for second quarter of 2013.

Unit 800 is slated for demonstrator purposes, and is expected to roll off the assembly line this April, the company said. The front and aft cabin assemblies for the light business jet are built at Cessna’s Wichita, Kan., facility and are then trans-ported to Independence for final assembly and delivery.

“The M2 looks to be a fantastic product for the market in the light business jet cat-egory,” said Brian Rohloff, business leader for the M2.

The jet features Garmin G3000 avionics systems, including three 14.1-inch LCD primary and multifunction displays and two infrared, touchscreen control panels, and a new cabin design.

Other Cessna aircraft expected to hit the market in 2013 include the Citation X, the

Citation Sovereign, the Jet-A fueled Turbo Skylane JT-A and the TTx.

Another Cessna aircraft slated to hit the market in 2013 — Grand Caravan EX — earned FAA Type Certification in January.

UNMANNED SYSTEMS

Contract for Small UAS

Five companies were selected in Decem-ber to fulfill the Army’s small UAS contract, worth up to $248 million.

Under terms of the Indefinite Delivery Indefinite Quantity (IDIQ) contract issued Dec. 21, AeroVironment, of Monrovia, Calif., Elbit Systems, Lockheed Martin, Altavian, of Gainesville, Fla., and Innova-tive Automation Technologies, also of Gainesville, Fla., will be eligible to bid against each other on individual Delivery Orders under the contract. The contract is a 3 base year contract with 2 one-year options. Lt. Col. Nickolas Kioutas, product manager for the Small Unmanned Aircraft Systems product office, Unmanned Air-craft Systems project office, PEO Aviation, said the first delivery order award for Puma and Raven spare and repair parts in March 2013, with a completion date of 2017.

NASA Global Hawk

NASA in January was set to fly a Global Hawk research aircraft as high as 65,000 feet altitude over the tropical Pacific Ocean to probe unexplored regions of the upper atmosphere for global warming research.

The first flights of the Airborne Tropi-cal Tropopause Experiment (ATTREX), a multi-year airborne science campaign with a heavily instrumented Global Hawk, were to take off from Edwards Air Force Base in

Jean-Bernard Lévy

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California, NASA said Jan. 8. Six flights were planned between Jan. 16 and March 15.

“The ATTREX payload will provide unprecedented measurements of the tropi-cal tropopause,” said Eric Jensen, ATTREX principal investigator at NASA’s Ames

Research Center in Moffett Field, Calif. “This is our first opportunity to sample the tropopause region during winter in the northern hemisphere when it is coldest and extremely dry air enters the strato-sphere.”

The instruments onboard the aircraft include remote sensors for measuring clouds, trace gases and temperatures above and below the aircraft, as well as instruments to measure water vapor, cloud properties, meteorological condi-tions, radiation fields and numerous trace gases around the aircraft. Engineering test flights conducted in 2011 ensured the aircraft and instruments operated well at the very cold temperatures encountered at high altitudes in the tropics, which can reach -115°F.

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industry scan

CONTRACTS

➤ ViaSat will provide broadband airborne satcom services for a U.S. government customer under a contract award valued at $52 million. The one-year contract is a renewal for services already provided using ViaSat ArcLight technology over a managed private network established in 2009 to support military missions.

ViaSat mobile broadband systems are designed using Ku- and Ka-band satcom links. These systems are flown on more than 300 government aircraft such as the C-130, C-17, U-28, and various King Air models, accumulating more than 500,000 mission hours, the company said.➤ Northrop Grumman issued a $33 mil-lion contract to Telephonics to develop a multimode maritime radar system for the U.S.Navy’s fleet of MQ-8B Fire Scout verti-cal takeoff and landing UAV.Telephonics will develop a total of nine radar systems, designed to provide the MQ-8B Fire Scout with wide-area search and long-range imaging capability.➤ The U.S. Naval Air Systems Com-

mand (NAVAIR) has awarded a $31.7 mil-lion contract to Cobham to provide the AN/ALQ-99 low band transmitter-antenna group (LBT-AG) for EA-6B and EA-18G electronic warfare aircraft. The LBT-AG provides protection for strike aircraft by disrupting enemy radar and communi-cations, Cobham said. Cobham will be providing the low band transmitters for undisclosed foreign military operators, as the contract includes the first installment of a two-part procurement for foreign military sale.

➤ Astronics’ wholly owned subsidiary Luminescent was selected by Embraer

Defense and Security to supply exte-rior lighting system, including navigation, anti-collision, landing, taxi, aerial refueling and formation lights, for the KC-390 Mili-tary Transport and Tanker Program. The KC-390 is expected to enter service in 2016. ➤ Accenture and GE Aviation have formed a joint venture company called Taleris, which will provide commercial air-line customers with “intelligent operations services focused on improving efficiency by leveraging aircraft performance data, prognostics, recovery and planning opti-mization solutions that will include assets and capabilities from both Accenture and GE,” the companies said. Taleris leverages GE Aviation’s intelligent operations and ProDAPS predictive analytics technology to analyze data from “tip to tail” sensors for multiple aircraft parts, components and systems and make predictive recommen-dations to optimize aircraft maintenance and flight operations. ➤ British Airways has selected Honey-

well’s Next Generation Flight Management System to increase navigation database capacity on its B747-400 fleet. ➤ Sikorsky Aircraft has contracted Cob-

ham Aerospace Communications to provide its Model 265-005 area micro-phone preamplifier for the U.S. Marine Corps CH-53K Super Stallion. The Model 265-005 is designed to detect and amplify cockpit signals for routing to voice record-ers. U.S. Marine Corps is purchasing 200 CH-53Ks starting in 2018 as part of a replacement program for the CH-53E.


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By Robert W. Moorman

The development and deployment of air and ground-based air traffic man-agement (ATM) systems continues well in advance of the plans to modern-ize the transportation systems in the United States and Europe.While an integral part of FAA’s Next Generation Air Transportation

System (NextGen) and Europe’s Single European Sky ATM Research (SESAR), ATM systems are already providing benefits to airports and aircraft operators.“It is a developing situation, with some of these ATM systems having been

fielded, while others are under development,” said C. Zachary Hofer, aerospace


and defense analyst for Forecast International. “We have seen an up tick in sales of new ATM systems.”Avionics Magazine took a look at some of the ATM systems that are now or

soon to be operational.Saab Sensis: In 2011, Saab Sensis deployed Airport Surface Detection Equip-

ment, Model X (ASDE-X), a situational awareness system, to 35 major U.S. air-ports. The company also is a prime contractor for the Runway Status Lights (RWSL) program. Saab Sensis won a $54 million follow-on contract to ASDE-X in January 2012 for the Airport Surface Surveillance Capability (ASSC) program, which requires the deployment of a similar system to nine additional airports,

NextGen and SESAR may be moving slowly toward

implementation. But some modernized air traffic

management systems are already operational.

The Thales TRAC 2000 radar, pictured here in Ymare, France, is designed for en-route control area, allowing reduced separation between air-craft, according to the company. Here is is co-mounted with the RSM 970S Monopulse Secondary Surveillance Radar, which provides controler support in severe air traffic conditions.



including Ted Stevens Anchorage International Airport (Alaska) and Kansas City International Airport (Missouri).

Each ASSC deployment incorporates Saab Sensis’ multilateration, safety logic conflict detection and alerting software, air traffic controller working positions and recording/playback functionality. ASSC will process the automatic depen-dent surveillance-broadcast (ADS-B) data along with other sensor sources for a single view of the airport runways and taxiways.

The foundation of a lot of Saab Sensis ATM technology, including the ASDE-X program, is multilateration sensors, which are small sensors distributed along the surface of the airport. The sensors are, in effect, radios that communicate with the aircraft transponders. So, as the aircraft taxies, each transponder commu-nicates with the several multilateration sensors that triangulate a very accurate position of the aircraft to the control tower. The technology might be described as a ground-based Traffic Alert and Collision Avoidance System (TCAS), with alerts going to the controller. “We have shown the ability to provide those alerts to the cockpit as well,” said Ken Kaminski, senior vice president and general manager at Saab Sensis.

Additionally, RWSL provides visual collision alerts to the pilot while taxiing. Lights in the runway, controlled by the ASDE-X system, turn on or off to help con-trol movement of aircraft and help prevent aircraft from moving onto an already-occupied runway or taxiway. That system is being deployed.

ITT Exelis’ OpsVue v1.8 system shows four active diversions (highlighted in blue) among more than 8,600 actively tracked aircraft in the National Airspace System.

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Syracuse, N.Y.-based Sensis, which was acquired by Saab in August 2011, began its business providing safety technology for ground operations, but has since evolved to also provide wide-area multilateration systems.

Aerobahn, Saab Sensis airport surface management system, builds on the same data that comes out of sensors from ASDE-X and multilateration systems. Initially, Aerobahn was deployed as an automated surface management and safe-ty system, but the technology is also used for low-level coverage, precision run-way monitoring on parallel approaches and as a landing aid on oil platforms.

As the technology matured, Saab Sensis realized Aerobahn is a “collaborative decision making tool” that could be used by air navigation service providers as well as airlines and airport authorities to share information about what is happen-ing on the surface of the airport, Kaminski said.

Saab Sensis recently added several features to its Aerobahn system deployed at John F. Kennedy International Airport (JFK). The enhancements to the Unit-ed States’ first operational Collaborative Decision Making (CDM) environment include flight specific call for taxi times to further improve sequencing, thereby reducing fuel burn and environmental emissions. The Aerobahn platform will also add ATC Voice tracking across 20 discrete frequencies to enable users to hear ATC instructions while viewing surface operations.

In 2011, Saab Sensis won a follow-on contract from the Port Authority of New York and New Jersey to deploy a departure metering and sequencing tool at JFK, on top of the Aerobahn platform. In conjunction with FAA, the tool is used to determine the optimum sequence in which the aircraft should be released for departure.

Aerobahn is also now operational at LaGuardia Airport as well as at Denver International Airport. In December 2012, Phoenix selected Aerobahn for use at Phoenix Sky Harbor International Airport. The city’s airport operations will also use Aerobahn’s Dynamic Rules Alerting to manage the Department of Transporta-tion’s Tarmac Delay Rule by providing alerts to operations staff in advance of air-craft reaching the three or four-hour limit.

Honyewell: Honeywell continues with the air trials of its SmartTraffic Proce-dures in Oceanic Airspace (ATSA-ITP) system outfitted on United Airlines 747s flying over the Pacific Ocean. The FAA-sponsored project started 3½ years ago and will result in validation of fuel savings that the system can provide. The trials are expected to conclude in summer 2013.

The overall system consists of a Honeywell Traffic Alert and Collision Avoidance System (TCAS) linked with a Goodrich electronic flight bag (EFB). The EFB runs a SmartTraffic software package developed by Honeywell. SmartTraffic technology is the foundation for Honeywell’s ADS-B enabled Hybrid Surveillance and Air-borne Traffic Situational Awareness (ATSAW) functions. Developed in partnership with Airbus, the ATSAW system provides a more intuitive display of surround-


ing aircraft, while allowing pilots to better plan for oceanic flight level changes to reduce fuel burn.

The combined technologies are meant to overcome the fundamental problem of antiquated in-flight procedures for aircraft separation over water. Airlines fly-ing over the ocean today still have to maintain a 50 nautical miles plus separa-tion from other en trail aircraft. Present FAA rules do not allow aircraft to climb to higher altitude to achieve better fuel economy if another aircraft is within that separation range. The SmartTraffic-based technology greatly reduces that sepa-ration range (15-20 nautical miles), which would help allow the aircraft to get to higher altitudes sooner and burn less fuel.

Based on estimates derived from the early tests, aircraft equipped with this SmartTraffic-based system could save around $200,000 or more per year, per aircraft in fuel costs, said Bob Witwer, vice president of Advanced Technology at Honeywell.

In other ATM related developments, Honeywell is enhancing its synthetic vision system to show pilots a 3-D representation of the aircraft, taxiways and other ground traffic. Honeywell’s 3-D taxiway software displays traffic as if the pilot is looking down from outside and above the aircraft, in what Honeywell describes as an “ecsocentric view.”

Witwer used another form of transportation to illustrate: “It’s the kind of view you would have if you ever para-sailed,” he said. “You’re up on a tether and behind the boat. That’s the view we provide to the pilot.”

Along with the 3-D display are magenta colored lines to show where the air-craft is supposed to go, along with taxiway markers to provide better situational awareness.

Honeywell has yet to name this software enhancement to its synthetic vision system. For now, Honeywell is calling it a 3-D Taxi Display. Simulated and actual tests on the new software are continuing in Redmond, Wash., Phoenix, and Morristown, N.J.

Honeywell and other companies continue to work on the four-dimensional (4-D) optimized and upgraded air traffic management ATM technology, which will allow aircraft to fly more accurate and efficient routes without the need for control-lers to provide vectoring instructions. The 4-D system also is being developed to provide predictability for flight arrivals and departures. The system will be part of NextGen and SESAR modernization efforts.

In February 2012, Airbus conducted the first flight of the system outfitted on an Airbus A320, flying from Toulouse, to Copenhagen and Stockholm. Flight management systems (FMS) of Thales and Honeywell were used as part of the Initial-4D trajectory management system. In-flight, the aircraft’s FMS, the air traffic management system and the arrival flights sequencing system communi-cated via datalink and agreed on a specific Controlled Time Over (CTO) point in


the descent phase. The aircraft arrived “within one second of the CTO, demonstrating the accu-racy of the predicted flight trajectory,” according to officials. More flight trials and simulations are planned for 2013.

Thales: Thales is becoming a significant player in ATM systems. In 2012, Thales was selected to supply and install all the navigational aids for a new

commercial airport on St. Helena Island, a British protectorate in the South Atlantic Ocean.

In September, Deutsche Flugsicherung (DFS), the German air navigation ser-vice provider, approved its final site acceptance for the Precision Approach Moni-toring System for Frankfurt (PAM-FRA). Thales Air Systems and Electron Devices GmbH builds the Wide Area Multilateration (WAM) system, which has been tested thoroughly and will now be integrated within the ATM environment. The Thales WAM, PAM-FRA is the first operational WAM system in Germany. The system is expected to become operational by April 2013.

Thales provides several ATM products for the civil aerospace market under the TopSky brand name. TopSky-Tower is the new ATM tower product for surface management, incorporating tower automation technology while TopSky-ATC is an automated ATM system featuring the latest in air traffic control and Human Machine Interface (HMI) solutions. TopSky-ATFM is Thales’ new Collaborative Air Traffic Flow Management product. TopSky-Simulation is the new ATC Simulation tool, featuring innovative HMI and controller tools, and TopSky-AIM is the new AIXm5-based Aeronautical Information Management tool. All these products sup-port the SESAR and NextGen developments, according to Thales, and complies with ICAO’s Aviation System Block Upgrades.

“For us to stay ahead of the game, we try and anticipate the ATM needs of our customers,” said Lionnel Wonnerberger, director of Strategy and Business Devel-opment-Air Systems, Thales Australia.

A key enabler for moving ATM technology forward is the deployment of ADS-B, which is a major pillar of NextGen. “Once you have a lot of aircraft equipped with

A screen shot of Saab Sensis Aerobahn surface management system at Denver International Airport.

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ADS-B, and providing data, then that data can be used for an array of airborne and ground-based ATM applications,” said Mike Watson, Thales’ authority on air traffic management.

ITT Exelis: ITT Exelis, which is the contractor behind the ground infrastruc-ture of FAA’S ADS-B program, and Metron Aviation, a subsidiary of Airbus Americas, are collaborating to develop a product that will provide airports with a comprehensive view of air and ground operations. The partnership will incor-porate the flexible flight data visualizations of ITT Exelis Symphony OpsVue with Metro Harmony for Airlines flow management and Collaborative Decision Making capabilities to track aircraft and vehicle movement.

Symphony OpsVue is a Web-hosted application that visualizes all flights in the National Airspace System and operational monitoring and alerting for diver-sion management and irregular operations. The technology provides up-to-date aircraft surveillance data.

Metron Aviation: In September, Airservices Australia commenced operations with Metron Harmony Air Traffic Flow Management ATFM system. Metron Harmony will allow Airservices Australia to implement traffic management initia-tives to align air traffic demand with available capacity.

Initial operating results from Airservices have demonstrated a dramatic per-formance improvement already. As a direct result of Harmony, aircraft airborne holding into Sydney has been reduced by about 33 percent, producing fuel savings of $6.5 million in the first two months of operations in Sydney alone, according to Metron. Average flight times have been reduced by five minutes per flight on the Melbourne-Sydney run, equating to over 40,000 tons of CO2 per year.

ERA: ERA, supplier of safety, surveillance and flight tracking equipment, is a case in point. Belgocontrol, the Belgiuan air navigation service provider, recent-ly selected the Czech Republic-based ERA to supply 110 vehicle-mounted SQUID transmitters for surface vehicle tracking at Brussels Airport.

The SQUID self-contained vehicle-tracking unit broadcasts the exact position of ground vehicles continuously. By using permanently mounted or portable squitter beacon transmitters, SQUID reduces the risk of vehicle collusions, par-ticularly during low visibility conditions. SQUID is operational at some of the larger international airports, including London Heathrow, Frankfurt, Amsterdam Schiphol and Moscow Domodedovo.

ERA manufactures low-cost ADS-B and WAM surveillance systems, and is involved indirectly with SESAR through Eurocontrol and EUROCAE, said Tim Quilter, director of corporate strategy.

Deployments of ERA products include Namibia, where a countrywide WAM system was installed; Azorez, combined WAM/ADS-B system; New Zealand, terminal approach system in Queenstown, extended due to the success of the


initial deployment; and Fiji, ATM system, ADS-B surveillance with WAM to deal with non-equipped aircraft.

Raytheon: Raytheon Air Traffic Management manufacturers and services a full line of ATM systems for civil and military applications that are operational in over 50 countries. One new product worth noting is its AutoTrac family of open archi-tecture ATM systems with fully integrated surveillance and flight data processing systems, including AutoTrac III, Raytheon’s next generation ATM system.

Boeing: Boeing’s “Wind Update” service provides flight crews with real-time wind, temperature and weather information. Virgin America is the launch customer.

Additionally, Boeing’s ATM division is working with NAV Canada, the air naviga-tion service provider, on implementing “tailored arrivals” for its busiest airports. The system will provide efficiencies in managing inbound traffic, particularly. Implementation of this software at Canadian airports is expected around 2013.

In addition, Boeing is looking at “mortar between the bricks” information man-agement solutions for NextGen, said Neil Planzer, vice president of Boeing ATM. The effort is part of the Systems Engineering 2020 (SE2020) program, a portfolio of contracts is worth around $6.4 billion over 10 years.

Boeing is also involved on finding other uses for new technology developed for NextGen and SESAR. Example of this cross over potential of technology: GPS was developed initially as a targeting system. Now, GPS systems are common-place in aircraft and automobiles as a navigation aid.

“NextGen and SESAR should never have been thought of as a ‘big bang’ trans-formation piece, but as an implementation of parts and pieces,” said Planzer. “This is why there are a lot of problems with implementing NextGen and SESAR.”

The logistics of equipping thousands of aircraft and ground stations with the necessary and hardware and software make it challenging. “This is no longer a technology issue,” he said. “This is now an issue of operations and implementa-tion. We should have thought through how this was going to happen years ago.”

Boeing is one of three prime contractors working with FAA to develop solutions for NextGen implementation, as part of a 10-year agreement worth up to $1.7 billion.

‘NextGen and SESAR should never have been thought of as a ‘big bang’

transformation piece, but as an implementation of parts and pieces ... This is

why there are a lot of problems with implementing NextGen and SESAR.’

–– Neil Planzer, vice president of Boeing ATM

military


After a lengthy, and expensive,

development period, software-

defined radio systems are

being fielded around the world

SDR Takes

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After a prolonged and costly gestation, software-defined radio (SDR) tech-nology is gaining ground. Airborne tactical networking radios, data links and relays based on SDR architectures are being fielded today. New pro-curements are brewing in the United States and elsewhere, and SDR has gone from concept to reality.

A SDR is like a computer with a radio frequency (RF) front-end. Functions that previously were hard-wired, such as modulation/demodulation and encoding/decoding, are now programmable, said Lee Pucker, CEO of the Wireless Innova-tion Forum, an industry standards group.

“All modern radios are SDR,” says one military program manager. The tech-nology is “becoming the standard by which we launch all new developments,” agrees Troy Brunk, Rockwell Collins’ acting vice president and general manager for communications and navigation. But whether SDR technology has reached the off-the-shelf procurement level remains to be seen. The U.S. Army’s new Small Airborne Networking Radio (SANR) NDI (non-developmental item) program will test that view.

The way has not been smooth. The mammoth Joint Tactical Radio System (JTRS) development program reportedly consumed $15 billion over 15 years with

akes

By Charlotte Adams

Left to right, the Harris Airborne Multiband Radio (HAMR), the Harris Small Secure Data Link (SSDL) and the Rockwell Collins Gen5 ARC-210 Software-Defined Radio.


only a 50 percent success rate. The survi-vors are the MIDS JTRS airborne data link — for Multifunctional Information Distribu-tion System — and the Handheld Manpack Small Form Fit (HMS) radios. Gone are the Ground Mobile Radio (GMR) and the Air-borne Maritime Fixed (station) (AMF) con-tracts, although the AMF moniker remains with new programs. The current small tac-tical airborne networking SDR, Rockwell Collins’ fifth-generation ARC-210, was developed with about $33 million in fund-ing from the Naval Air Systems Command

(NAVAIR) outside of the JTRS program. Part of SDR’s allure is its promise to reduce life-cycle costs, compared with con-

ventional radios. If additional capability is needed once the radio has been shipped, and that capability can, for the most part, be added via software, then it could be less expensive in the long run, explains Tom Waters, NAVAIR’s ARC-210 team lead. “If we’re maintaining [RF] hardware that doesn’t change, it’s easier — the logistics footprint is minimized.”

Another advantage is increased operational flexibility, says Mark Robey, product manager for the Army’s SANR program. For example, if a mission requires a two-channel radio to run the Soldier Radio Waveform (SRW) on both channels, instead of two different waveforms, such changes can be made in the field.

ARC-210 Reinvents Itself

The Navy is buying the generation-five (Gen5) Rockwell Collins’ ARC-210 radio, redesigned as an SDR. Between 750 to 1,000 of the new radios have been delivered and a handful have been fielded, Waters says. Gen5 platforms include variants of the V-22, H-60, H-1, H-53 and E-2. (The Air Force also buys off the Navy contract.) The SDR now ships with the HaveQuick, Demand Assigned Multiple Access (DAMA) SATCOM and Single Channel Ground and Airborne Radio System (SINCGARS) soft-ware waveforms.

Perhaps the Gen5’s biggest benefit is the radio “fits in the same spot in the air-craft,” Waters says. It uses the same mounting and interfaces and exactly the same connectors as prior generations of the product. The interfaces and form factor were defined a long time ago and would be very disruptive to change. The difference is that “all waveforms in the Gen5 radio are software-defined.”

“It’s 100 percent backward-compatible,” Brunk says. “All functionality that’s ever existed before, we retained. The same size, weight and power, identical connectors and pinouts.” There are still spare connectors, and now there is an Ethernet port.

The ARC-210 program currently is working to incorporate the Integrated Waveform

Rockwell Collins in January said it completed the first installation of the ARC-210 Gen5 radio on an HH-60G Combat Search and Rescue (CSAR) helicopter for the U.S. Air Force Air National Guard (ANG),

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(IW) into the new radios. Billed as “DAMA [SATCOM] on steroids,” with improved connectivity and greater user access, IW is expected to be fielded in Gen5 radios this year.

Data Link: MIDS JTRS, a four-channel SDR produced by Data Link Solutions (DLS), is being fielded on F/A-18E/Fs. (DLS is a joint venture between Rockwell Col-lins and BAE Systems.) The current MIDS JTRS radio operates the Link 16 software waveform. The spare channels could be used for Link 16 enhancements as well as the Tactical Targeting Network Technology, (TTNT) waveform, Brunk says. Rockwell Collins hopes to be under contract to put TTNT into the radio in the second quarter of 2013 and to be fielding it by the FY 2015 timeframe.

SANR and SALT: SANR, a new Army program, seeks an essentially off-the-shelf, two-channel radio for Apache AH-64D Block III, Black Hawk UH-60M/L, Chinook CH-47F and Kiowa Warrior OH-58F helicopters. SANR comes under the AMF umbrella as the successor to the AMF two-channel Small Airborne (SA) radio, which aimed to replace conventional single-channel radios like the ARC-210 but was even-tually terminated over schedule and cost concerns. SANR would fill an urgent need — the service views the airborne node as critical, Robey says.

SANR scales back the requirements of its predecessor. The SA two-channel SDR was expected to run dozens of waveforms, including the Wideband Networking Waveform (WNW), SRW, Mobile User Objective System (MUOS), VHF/UHF Line of Sight and Link 16 wave-forms — two of them simultaneously if need be. For now the Army has split off SA’s prior Link 16 requirement into a sepa-rate two-channel SDR, the Small Airborne Link 16 Ter-minal (SALT), aimed just at the Apache fleet.

SANR, by contrast, focuses on the waveforms that are required immedi-ately. The Army wants to be able to operate the SIN-CGARS and SRW wave-forms simultaneously, and run a “mid-tier” waveform such as the WNW. Con-tract award is expected in FY 2014, and as many as


7,000 radios could be procured over a 12-year period. SANR’s NDI approach reflects the thinking that “there’s been enough money out

there in industry [for] there to be something … ready to go,” Robey says. Replies to a July 2012 RFI were encouraging, with a lot of the candidates well within the required dimensions, a tough challenge. The Army understands some products would have to go through certification for airborne use, but SANR is not a development program, he says.

Among the candidates for SALT and SANR is Harris’ Small Tactical Terminal (STT). The company has sold more than 100 STTs, and they are flying on multiple airborne platforms today, says Ed Zoiss, vice president of programs for Harris’ C4ISR busi-ness. The dual-channel radio can operate VHF/UHF and Link 16 simultaneously or run two channels of VHF/UHF, and can function as a VHF/UHF relay. “It fits squarely into the SALT domain,” Zoiss says.

Although SALT is looking for a Link 16 SDR for the Apache, the Army also is putting some STTs on the Apache, according to Zoiss. Data from the test and evaluation of these units probably will be used by the service to formulate how they go forward, he thinks.

There would be advantages to having an integrated solution like STT for the Apaches, and the SALT procurement has gone back and forth on the issue, Zoiss says. Having Link 16 and VHF/UHF radios in one box would simplify integration — with one chassis, one power supply and one set of connectors. The company is positioning the Harris Airborne Multiband Radio (HAMR) for the SANR buy. HAMR is the “back half” of the STT, with two channels of VHF/UHF. HAMR has not been field-ed yet, but it is a “simple matter” to remove the Link 16 unit from the current configu-ration, Zoiss says.

General Dynamics sees an opportunity for its small form fit (SFF) “B,” a two-channel HMS radio, in the SANR program. The radios already are planned for the Shadow UAV program as communications repeaters for the ground network, says Joe Miller, director of business development and strategy for General Dynamics’ C4 Systems.

Because the SFF-B is intended for embedded in applications, it “has really lined up well with SANR requirements,” Miller says. Airworthiness certification for use on helicopters is not that great a bar, he says, because the radio is not flight-critical equipment.

The Gen5 ARC-210 radio could also fit this space even though it is a single-chan-nel radio, Brunk says. It can do cross-banding and transmit/receives over a second receive path built into the radio.

SDR Challenges

The No. 1 hardware challenge for SDR is size, weight and power (SWAP). SDR archi-tectures dissipate a lot of heat and the availability of cooling on an aircraft is limited. Antennas are also a limiting factor since size depends on frequency. And analog-to-digi-tal conversion is not as close to the antenna is designers would like.


But software is more of an issue,

says Vik Patel, CEO of Datasoft, a

developer of SDR technology and

waveform-building tools. Software

has a tendency to expand to

consume the processor it runs

on, and battery life depends on

software efficiency. Also net-

work monitoring and spectrum

management issues have to be

resolved, he says.

There are also security chal-

lenges about information that

could be leaked if the network

was tapped into. The size of the

pipes, the accessibility of infor-

mation to multiple nodes and

the kind of data sent over the

networks “is still under a lot of

scrutiny,” says Brunk of Rock-

well Collins.

Spanish SDRSoftware-defined radio (SDR) is now an international phenom-

enon, with procurements in the European Union, India and

elsewhere.

Indra, a Spanish technology company, is developing a single-

channel data link SDR for unmanned air vehicles with Spanish

government funding. At this time there are two versions. One is a

High-Speed Data Link (HSDL) for transmissions such as real-time

compressed video, says Alberto Quintana, a senior engineer with

Indra.

The second version is a High-Integrity Data Link (HIDL) suit-

able for the exchange of command and control and navigation

information between a ground terminal and an airborne platform.

HIDL can supply network capabilities for uplinked and downlinked

data, such as platform commands, telemetry, digital voice for air

traffic control purposes and narrow-band sensor data. The cur-

rent solution uses Ku-band for the HSDL and C-band for the HIDL,

Quintana says. It does not employ the Joint Tactical Radio System

software environment or waveforms but rather uses a custom-

ized, light-weight environment targeted at airborne applications.

—Charlotte Adams


By Ed McKenna

As the technology gains greater acceptance in the business jet market,

synthetic vision system (SVS) vendors are refining their offerings and

looking to expand their user base. General aviation and rotorcraft mar-

kets are prime targets since the technology’s key attribute of improving

the pilot’s situational awareness is on its own a selling point. Mean-

while, companies are still pressing efforts to gain operational credit that is sig-

nificant enough to attract air transport customers and, eventually, build a system

that combines synthetic and sensor data.

The aviation industry sees synthetic vision no longer as “a novelty” but more

product focus

Having proven their worth in business aviation to

improve situational awareness, SVS systems are making

in-roads in the general aviation and rotorcraft markets

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as “something that is expected,” said Grady Dees, director of techni-cal sales at Tucson, Ariz.-based Universal Avionics Systems, which rolled out the first certified synthetic vision product for Part 25 aircraft about six years ago. This expectation is especially true of the new corporate jets, but the higher profile of the tech-nology in forward fit is boosting greater interest in it in the retrofit avionics market as well, he said.

In fact, companies are reporting that potential customers are increas-ingly specifically request-ing synthetic vision. “The technology is very well received in the market; we have fielded thousands of systems with synthetic vision technology,” said

Bill Stone, avionics products manager at Garmin. The company offers its Syn-thetic Vision Technology (SVT) on it G1000 cockpit and new G5000 and it is a standard feature on its retrofit G600 product. “It really does enhance situational awareness and gives (the pilot) a lot more confidence … (than) reading a couple of needles on a HSI.”

“Our CEO likes to call it the sizzle on the steak … it is a piece that puts you ahead of the competition when you have it,” said Dees.

The competition is a formidable lineup including Rockwell Collins, Honeywell and Cobham. Along with Universal Avionics and Garmin, all are reporting a boost in interest in their synthetic vision offerings. “It has been pervasively and enthusi-astically embraced in the business jet market, and I sense (its appeal) is starting to move ‘up market’ … into regional systems… and even some air transport plat-forms,” said Craig Peterson, director, avionics and flight controls marketing for Rockwell Collins.

The four Honeywell displays include, from left to right, pro-totype combined enhanced vision system (EVS)/SVS, tradi-tional primary flight display, navigation display and certified synthetic vision display on approach into Morristown, N.J.


The technology is often getting into the cockpits of new business aircraft

via avionics suites from companies, such as Rockwell Collins, Honeywell and

Garmin. The growing use of these integrated cockpits may in fact be providing

the foundation for its eventual use on new regional transport aircraft, such as

Embraer CSeries regional jets, that have adopted the same avionics architecture

“that is pervasive throughout corporate jet marketplace,” said Peterson.

Along with the forward fit, there is also appeal in the aftermarket. But a retrofit

for older aircraft can be a more complicated and costly proposition. The systems

require mass storage capability and a significant amount of bandwidth and pro-

cessing power, and the installations can be “rather invasive in an aftermarket

application,” said Peterson.

Still there is a market for the retrofit that Rockwell Collins and other compa-

nies are addressing. Garmin for example has reported solid sales of its G500 and

G600 retrofit cockpit systems, the latter with synthetic vision technology as a

standard feature. After a good year in 2011, sales of the retrofit cockpit displays

have “remained pretty strong (and) we still see the overwhelming majority of flight

displays (customers) opt to have synthetic vision,” said Jim Alpiser,

director of aviation aftermarket sales

for Garmin.

“We continue to see strong growth in the retrofit special-mission market,” said

Gordon Pratt, director of business development at Cobham Commercial

Rockwell Collins’ Head-Up Guidance System (HGS) depicts synthetic vision technology of a head-up display.

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Systems, based in Mineral Wells, Texas. With operators facing tight budgets,

“new aircraft are too expensive, so (they) are tending to modernize existing

assets, particularly avionics.”

As far as the different market segments are concerned, “we are not seeing a

real change in the base of who buys this stuff … it is (still) primarily the corporate

business jet (segment),” said Dees. However, Dees did call attention to a niche

developing among owner operators of small general aviation aircraft, such as

the Pilatus PC-12 NG; it is a niche that is gaining the attention from the different

technology providers.

A boost in situational awareness all by itself provides value to the owner opera-

tors who flying Part 23 or Part 23 Class 4 aircraft, said Peterson. These are

operators who “are worried … (about pilot) workload and situational awareness

(issues).”

Last year, Honeywell made synthetic vision available to operators of the Pila-

tus PC-12 NG as an option on its Primus Apex flight deck, which is designed

for single-engine turboprops through light jets. Operators of the PC-12 can get

essentially the same SmartView synthetic vision that is available on Honeywell’s

Primus Epic avionics found in much larger aircraft, such as the Gulfstream G650

and Dassault Falcon 900EX.

“We try to provide it in different portions of the market, and it is really the same


experience,” said Larisa Parks, vice president of marketing and product manage-

ment at Honeywell. With Primus Apex, the company is leveraging the same archi-

tecture it designed for it Primus Epic, and “because they have that level of com-

monality, we can deliver synthetic vision to both of those platforms as a software

upgrade,” Parks said. Primus Apex is also on Viking Aircraft Twin Otter 400 and

China’s Y-12F, but only PC-12 includes the option of the synthetic vision now.

SVS for Helicopters

The rotorcraft market has also shown “pretty significant interest (in synthetic

vision),” said Dees, noting Universal had recently completed one display with

synthetic vision installation for a foreign government application in rotorcraft and

was working other rotorcraft programs.

According to synthetic vision providers, the systems deployed on the helicop-

ters are essentially the same as on fixed-wing platforms allowing for refinements

to account for vibration and other environmental issues associated with special

missions that the platforms may be used for, such as oil or ocean exploration,

said Peterson.

There are some obvious operational differences. Since they fly so close to the

Garmin’s Synthetic Vision Technology is integrated on the primary flight display (PFD) of the G1000 avionics suite.

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ground, “they need to have a more precise awareness of the terrain, particularly obstacles that they are flying around,” said Sarah Barber, principle systems engi-neer, advanced concepts for Rockwell Collins. For this reason, there “is a slightly different utilization of the processing capability within synthetic vision system” and there tends to be more focus on a higher resolution terrain database, so that the terrain can be more accurately mapped, said Barber.

“Because of the processing limitations, you won’t be drawing out that far ... so there is a trade-off between the resolution of the image and the virtual distance that will (be) drawn (in) that image,” said Barber.

The types of missions operated by rotorcraft using, for example, low nap of earth flying, can actually create “a broader value proposition than the mission profiles that you see in fixed-wing corporate or transport platforms,” said Brian Jacobowitz, senior engineering manager, synthetic vision systems for Rockwell Collins.

Meanwhile, Cobham has specialized in serving the military and special-mission market, supplying synthetic vision to both fixed-wing and rotorcraft. “The intuitive nature of SV provides tremendous safety benefits in these dynamic, low-altitude, high-workload operational environments,” said Pratt.

The critical value of the technology is easily illustrated when seen in these more exceptional operating circumstances. For example, “in July 2007, a flight of three Part 135 air tour Twin Otters encountered reduced visibility in the Misty Fjords National Monument near Ketchikan, Alaska,” said Pratt. “According to the NTSB accident report, the weather deteriorated rapidly while they were flying amid rug-ged fjord terrain; (however) the two aircraft with SV successfully navigated the fjords to safety,” he said. Unfortunately, “the third aircraft, equipped with a color moving map, but no SV impacted terrain at 2,500 ft. MSL, killing all occupants.”

“Our success has been in capability-driven markets rather than cost-driven markets, so our work tends to be in larger aircraft, both fixed-wing and helicop-ter,” said Pratt. “I believe ours is the only SV to be approved in all four classes of aircraft, Part 23, 25, 27 and 29.”

Beyond these different market segments, companies are continuing the push to gain a foothold in air transport. Central to this effort is offering operators a tangi-ble cost benefit through an operational credit for using the systems. Reducing the decision height for instrument landings from 200 to 150 or 100 feet would provide that benefit by offering, for example, the fuel savings gained from reducing the number go-arounds and diversions, said Parks.

The issue is complicated and continues to be considered at the RTCA Special Committee 213, jointly with Eurocae WG-79, which has been tasked by FAA with developing minimum aviation system performance standards (MASPS) for syn-thetic vision and the range of Enhanced Flight Vision Systems (EFVS), Enhanced Vision Systems (EVS) and Combined Vision Systems (CVS).


The group had in 2011 issued a MASPS, and in June 2012, “we published DO-341 for Enhanced Flight Vision Systems enabling an approach land-ing down to 300 feet RVR (runway visual range), and we have just started working on DO-315C, in which we intend to look at the SVS credit on LPV approaches,” said Barber. “With regard to getting extra credit on ILS, we at Rock-well Collins certainly have (technology) that

is capable of achieving that operation to 150 feet,” Barber said. The company is now discussing with FAA doing a proof of concept.

Rockwell Collins’ situation is unique since it alone among SVS providers to have certified the use of synthetic vision on the head-up display (HUD) on the new Global Express platform, essentially fulfilling the requirements of FAA Order 8400.13D, which governs the operation of getting extra credit for ILS. “It has no restrictions and can be used even down to CAT 11,” Barber said. The key issue is that operators required to have a CAT11 crew and CAT 11 able aircraft to use synthetic vision to get down to 150 feet. Rockwell is working with FAA to estab-lish new guidelines eliminating the need for those requirements. “We believe that this can be done basically with CAT 1 training and maintenance with the addition-al training for low visibility operations,” freeing the operator from applying “those onerous CAT 11 type programs,” Barber said.

Meanwhile, Honeywell said it working with FAA on the certification of the SmartView for lower landing minimums, said Parks. The company is eying an evolutionary process with an initial reduction from current 200 to 15O feet “because I do think that if we can get down to the 150 feet decision height, we can deliver quite a bit of benefit to operators, especially at CAT 1 airports.” The company, like the others, is providing SVS heads down and sees its Enhanced Ground Proximity Warning System (EGPWS) database at the heart of its Smart-View system as a key advantage.

Universal Avionics’ EFI-890R flat-panel integrated displays featuring the Vision-1 synthetic vision system (SVS).

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Despite all of the heated action, there are those who do not see a big role for SV in air transport. “SV solves problems not faced by commercial air transport operators,” said Pratt. “They tend to fly above the weather on regular routes and they don’t have a CFIT (controlled flight into terrain) problem, (and) to change display systems, they have to retrain pilots and check pilots, change simulators, training materials, and procedures, and equip an entire fleet for consistency,” he said. “This is cost-prohibitive when they don’t have a problem that can be solved by SV.”

Instead of a solely synthetic vision system, “I have maintained that EV/SV fusion is the holy grail,” said Pratt. This system combining sensor data on an enhanced vision system and synthetic information is on the to-do list of many of the synthetic vision providers. Honeywell has been working its combined system for years.

“It is on our road map, so it is certainly part of the pipeline,” said Parks. “We are really excited about it although right now … we are focused on bringing the syn-thetic vision lower landing minimums … down to the 150 feet height … because we think there are a lot of operators that will immediately benefit,” said Parks. In the meantime, “we are planning for our next release to have some new place symbology; we have got the range markers that actually provide to the pilots a real subtle view of where things are and the distance to certain things like moun-tains, lakes or runways,” said Parks.

Rockwell is also “looking at the fusing of synthetic vision with the real time sensors,” said Barber. With the certified system on the Global Express, the pilot today can “select either synthetic … or enhanced (vision), but we are working on an intelligent fusing of those two images to provide the pilot with the best pos-sible image depending on their location relative to the runway end.” The com-pany is also working on “what we call the surface guidance system on the HUD,” said Barber. “Right now we have an application called the airport surface moving map which is a database driven application” and very detailed, and the plan is to take that technology up to HUD giving the pilot an egocentric synthetic vision like presentation all of that information overlaid on the view of the outside world, “so whether you are taxiing around on sunny day or in 500 feet visibility you can have that taxiway laid out for you exactly where you need to go,” said Barber.

Next month: Antennas

Avionics Magazine’s Product Focus is a monthly feature that examines some of

the latest trends in different market segments of the avionics industry. It does not

represent a comprehensive survey of all companies and products in these mar-

kets. Avionics Product Focus Editor Ed McKenna can be contacted at

[email protected].

new products

BGA Packages

Data Device Corp. (DDC),

based in Bohemia, N.Y., intro-

duced Mil-Temp versions of

its Micro-ACE TE and Total-

ACE Mil-Std-1553 BGA pack-

ages for use in extended

temperature applications. The

systems function in an oper-

ating temperature range of

-55ºC to +125ºC.

These versions are offered in

addition to the standard temperature components and share the same dimensions

and pinout configurations, the company said. The Micro-ACE TE terminals integrate

1553 protocol, memory and transceivers in a small plastic BGA package, the com-

pany said. The Total-ACE further integrates 1553 transformers to offer a complete

solution for one dual redundant Mil-Std-1553 channel. Visit www.ddc-web.com.


Amended STC

Astronics Corp., based in East Aurora,

N.Y., received an amended Supplemen-

tal Type Certificate (STC) expanding the

number of Beechcraft King Air aircraft

that can be equipped with the Astronics

Max-Viz-1500 enhanced vision system to

include all King Air models

equipped with any video-

capable multifunction dis-

play (MFD).

The amended FAA STC

expands the number of

Max-Viz-1500 video-

capable MFDs to include

Garmin’s G500, G600 and

G1000, Avidyne’s Entegra

Release 9, Universal Avion-

ics’ 890R, and any other

video-capable MFD. In

addition, King Airs with vid-

eo-capable electronic flight

bags are compatible with

Astronics Max-Viz-1500.

Previously, the Astron-

ics Max-Viz-1500 was

only available on King Airs

equipped with Rockwell

Collins Pro Line 21 avion-

ics. Visit www.

astronics.com.

Satellite Offi ce

Universal Avionics Systems,

based in Tucson, Ariz., will

open a new satellite office in

Singapore.

Slated to open the first

quarter of 2013, the Asia Pacific office

will further support Universal’s customer

base in areas including Thailand, Japan

and Australia. Additionally, the Asia

Pacific Office will be a dedicated sales

and support base with local representa-

tives. This office will support flight deck

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retrofit and OEM projects in work in the

region, the company said.

Visit www.uasc.com.

HGS App

Rockwell Collins unveiled HGS Flight, a

new app that lets users experience the

company’s Head-up Guidance (HGS)

with synthetic vision on an iPad. The free

app will be available for download in the

Apple iTunes App Store.

The company said the app lets users

simulate flights using real-life advanced

features that enable more precise flying,

including an approach guidance cue,

speed error tape and acceleration caret.

The app also features synthetic vision

to allow users to see a virtual view of

terrain despite any weather condition,

the company said. The videogame-style

app offers a “career” mode to build HGS

skill, and a “challenge” mode where

users can define settings such as visibil-

ity and wind if they already are experts.

Visit www.rockwellcollins.com.

Sales Offices

Satcom Direct opened international offices

in Montreal, Canada; Sao Paulo, Brazil;

and Dubai, United Arab Emirates. All of the

new international offices will provide sales

and technical support for Satcom Direct

services to customers located in or visiting

these locations, and the Dubai office offers

a small avionics and testing lab and train-

ing facility.

The new Satcom Direct International

offices are the second round of global

offices to open for the company. The

initial Satcom Direct International office

was opened in May 2012 in Farnbor-

ough, U.K., to provide European cus-

tomers with physical access to Satcom

Direct’s avionics and testing lab, training

facility and support services for pilots,

flight operations and maintenance staff.

Visit www.satcomdirect.com.

Avionics Shop

Duncan Aviation has partnered with Flight-

craft in the opening of a new satellite avion-

ics shop in Portland, Ore.

The Duncan Aviation avionics shop

in Portland is staffed with fully certi-

fied technicians and have full avionics

line services and avionics installations

capabilities. Flightcraft supplies airframe

services for Citation 500 series and is a

Hawker/Beech authorized service cen-

ter for the Hawker 125 series, King Air

series, Beechjet and Premier.

Visit www.DuncanAviation.aero.

Designated Dealer

Soloy Aviation Solutions, based in

Olympia, Wash., is designated as a

Cobham/S-TEC dealer. Soloy is authorized

for autopilot, displays and HeliSAS systems

in Cobham’s line of avionics products.

Cobham autopilots are STC’d for

more than 1,200 fixed wing and helicop-

ter models with more than 35,000 sys-

tems installed worldwide.

Visit www.soloy.com.


new products


G500H STC

Kitchener Aero Avionics, based in

Kitchener, Ontario, Canada, was award-

ed a supplemental type certificate (STC)

for installation of the Garmin G500H

flight display system on a Eurocopter

EC-120.

Features of the system include Helicop-

ter Synthetic Vision, an Altitude Head-

ing Reference System and Air Data. Also

STC’d in the EC-120 were the Garmin

GDL-69/69A XM Weather DataLink, an

Avidyne TAS-605 Traffic Awareness Sys-

tem, and a Honeywell KRA-405B Radar

Altimeter system. All of these additional

systems are controlled by and dis-

played on the G500H.

Visit www.kitcheneraero.com.

Distributor Agreements

Carlisle Interconnect Technologies, based

in St. Augustine, Fla., said two connector

distributors — Richardson RFPD, based

in LaFox, Ill., and RFMW, Ltd., based in

San Jose, Calif. — have inventory and full

design support capabilities for Carlisle’s

TMP and WMP Push-on Connector Series.

The TMP connectors are designed to

provide a blind-mateable solution for

high power applications. The TMP inter-

face is ideal for design in radar, missile

and satellite systems, as well as com-

mercial applications, according to the

company.

The WMP series offers a small form

factor push on blind-mate solution for

high frequency applications like military

new products


radios, electronic countermeasure, and

test and measurement, from DC to 100

GHz, the company said.

Visit www.CarlisleIT.com.

Flight Planning

Boeing subsidiary Jeppesen introduced

Jeppesen FlitePlan Online, a Web-based

flight planning system for business

aviation operators.

Jeppesen FlitePlan Online for business

aviation operators includes intelligent

routing, weather and weight and bal-

ance capabilities based on an operator’s

exact aircraft configuration. The system

also stores all relevant flight planning data

in a single online resource, allowing for

repeatable flight planning operations and

decreased pilot workload, the company

said. The Jeppesen FlitePlan Online solu-

tion for business aviation operators is

accessible through the MyJeppesen.com

web portal. Visit www.jeppesen.com.

Software Update

Garmin, based in Olathe, Kan., announced

the availability of GTN

software version 3.0, a free software

update that brings expanded features and

capabilities to the GTN series touchscreen

avionics.

The new features include display

support for weather radar, advanced

automatic dependent surveillance-

broadcast (ADS-B) capabilities, world-

wide connectivity, cross fill with the GNS

430W/530W series and geo-referenced

FliteCharts.

The latest GTN software also incor-

porates other improvements such as

the ability to graphically edit direct-to

legs, the ability to sort airway exit points

geographically, bigger, bolder, and rel-

evant airspace with the Smart Airspace

feature, the ability to toggle off and on

certain European airspaces and TCAD

traffic display, the company said.

GTN software version 3.0 has received

Approved Model List Supplemental Type

Certificate approval.

Visit www.garmin.com.

Flight Planning Upgrades

Lufthansa Systems added Lido/Flight

Winds for visualizing flight paths and

other information to its Lido/Flight flight

planning system. This enhancement

enables airline dispatchers to better

monitor active flights until landing and to

offer support to pilots when necessary,

according to the company.

Lido/Flight calculates the most efficient

route for each flight from possible com-

binations while taking all current flight-

related data into account, which makes

it possible to optimize routes in terms of

costs, flight time or fuel consumption,

Lufthansa said.

Visit www.LHsystems.com.

Exhibition & Conference 20-21 February 2013M.O.C. Event Centre

Munich, Germany

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A visit to the premier event for the global commercial and defence avionics industry can help

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0109_AVEX_Invite.indd 1 21/11/2012 15:55

Welcome to Avionics europe

dear colleague,

This is Your Invitation to the leading event for global commercial and defence avionics.

Avionics Europe is the annual event that provides you the opportunity to update your knowledge and skills and understand the evolution in the industry, to be better prepared for the future.

In one of the most innovative industries, commercial and defence avionics is always evolving, looking to stay ahead of the game and meeting new standards. Keeping up with the changes in technologies and future industry strategies is also a challenge.

This mutli-faceted event offers something for everyone involved in avionics, with a great exhibition floor, conference sessions, exhibitor presentations and forums delivered by some of the industry’s leading bodies, Avionics Europe brings the industry together to discuss the important issues of the day.

The exhibition will showcase leading and state-of-the-art technologies and products displayed by around 80 exhibitors from Europe and around the globe and will welcome leading associations and media from across the sector. Avionics Europe is a great opportunity to discover what’s new and up-and-coming in the world of commercial and defence avionics.

The conference programme, designed to deliver high quality content for avionics engineers, technicians, project managers, R&D consultants, systems integrators and pilots, contributions from key industry players, including Airbus, Boeing, Honeywell, Rockwell Collins, Thales Avionics and many more and leading international speakers, will give you the latest perspectives from across Europe and beyond.

Avionics Europe enjoys the full support of leading industry organisations, including BavAIRia, the Association of European Airlines, SESAR Joint Undertaking, EuroControl, EUROCAE, German Society for Aeronautics and Astronautics (DGLR), Technical University of Munich and Royal Aeronautical Society (RAeS).

If avionics touches your business or work, you cannot afford to miss Avionics Europe. The event will enable you to make important connections that are key to success in the European and global commercial and defence avionics industries.

We look forward to welcoming you to Munich.

courtney howardconference director

You can register for Avionics Europe online at www.avionics-event.com

5 rEasons to visit avionics EuropE:

1. discovEr – new ideas, technologies and developments at the leading exhibition and conference for the civil, commercial and defence avionics industry.

2. sourcE – the latest products, technologies and services from leading companies and suppliers from around the world.

3. lEarn – what’s new in policy, technology and future developments in the industry from high profile keynote and leading international speakers.

4. nEtwork – with your peers and industry professionals.

5. participatE – and be part of Europe’s premier industry event: Opening Keynote Session; Exhibition; Conference; Panel Discussions; Exhibitor Presentations; Forums; Networking Opportunities

For further information and opening times visit www.avionics-event.com

0109_AVEX_Invite.indd 2 21/11/2012 15:55

Representatives from civil, government and military, of senior management, executives and decision makers who have the authority to purchase, or influence the purchase of products and services, from the following sectors:

• Airlines and Operators• Armed Forces • Chief/Senior Pilots• End users• Airframers• Integrators• Prime contractors• Design & Planning• International Defence Agencies / Departments of Ministries of Defence

For further details on the Avionics Europe conference and exhibition and to register online visit www.avionics-event.com.

HoW to registerChoose from 4 simple ways to register for Avionics Europe conference and exhibition.

• Register online at www.avionics-event.com• Complete the registration form in this booklet and fax back to +1 918 831 9161• Complete the registration form in this booklet and email to [email protected]• Complete the registration form at in this booklet and post to: PennWell Registration (Avionics Expo), PO Box 973059, Dallas, TX 75397-3059, USA

Early Bird discount - rEgistEr By 20th January 2013 for savings

frEE Entry to thE ExhiBitionEntry to the Exhibition hall is free of charge to trade visitors and includes access to the industry forums, Exhibitor presentations, opening keynote session, networking reception and pre-Event networking lecture

Welcome to Avionics europe WHo sHould Attend

conference discount for association MembersIf you are a member of one of the following associations, benefit from a 20% discount on conference delegate fees:

• bavAIRia• Association of European Airlines (AEA)• EUROCAE• SESAR JU• German Society for Aeronautics and Astronautics (DGLR)• Royal Aeronautical Society (RAeS)• German Aeronautical Society (DGLR)

0109_AVEX_Invite.indd 3 21/11/2012 15:55

ExhiBition tiMEsWednesday 20th February 10:00am – 19:30pmThursday 21st February 9:30am – 17:00pm

opEning kEynotEOpen and FREE of charge to allWednesday 20th February 9:00am – 10:00am

nEtworking rEcEptionWednesday 20th February 17:30pm – 19:30pm

foruMs & ExhiBitor prEsEntationsOpen and FREE of charge to all throughout the exhibition opening hours

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10.30 - 12.30 CoMMUnICatIon &

DataCoMMGLoBaL MaRKEt

CHaLLEnGES FoR avIonICSBavairia

12.30 - 14.00 LUnCH BREaK

14.00 - 15.30PERFoRManCE - BaSED

navIGatIonSoFtWaRE DEvELoPMEnt EURoContRoL

15.30 - 16.00 CoFFEE BREaK

16.00 - 17.30 SURvEILLanCE (air & Ground) SoFtWaRE CERtIFICatIon DGLR/RaES

track 1 track 2

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3 08.30 - 10.00CoCKPIt ContRoL &

DISPLaYS, EFBsSaFEtY & SECURItY

10.00 - 10:30 CoFFEE BREaK

10.30 - 12.30PanEL DISCUSSIon: HEaDS

UP vs HEaD DoWnREtRoFItS, UPGRaDES &

DERIvatIvESaEa/SESaR JU

12.30 - 14.00 LUnCH BREaK

14.00 - 16:00 HELICoPtER tECHnoLoGIESREMotE PILotED aIRCRaFt

SYStEMS(UnMannED aERIaL SYStEMS/vEHICLES)

EURoCaE/ SESaR JU

progrAmme At At A glAnce

0109_AVEX_Invite.indd 4 21/11/2012 15:55

progrAmme At At A glAnce

wEdnEsday 20th fEBruary

10:30am -11:05am - dspacE gmbhAerospace Bus Interfaces for a New Technology for HIL Simulation Hardware-in-the-loop simulation and test systems

11:15am-11:50am - sysgo agMILS-Related Information Flow Control in the Avionic Domain: Software Architectures and Verification

12:00pm-12:35pm - tE connectivityNext Generation Avionics Interconnects

2:00pm-2:35pm - Esterline cMc ElectronicsWingwatch for Wide Body Aircraft: New System to Prevent Wingtip Collisions

2:45pm-3:20pm - rapita systems ltd.DO-178B/DO-330 Tool Qualification:Test Effectiveness for WCET Analysis Tools

3:30pm-4:05pm - green hills softwareUsing Time-Variant Unified Multi-Processing (tuMP) to Address Real-Time Multi-Core Certification Issues

4:15pm-4:50pm - rohde & schwarzAirborne Radio Communications

5:00pm-5:35pm - presagisSoftware Certification Considerations Under ARINC 661

thursday 21st fEBruary

10:00am-10:35am - hr sMithSearch and Rescue

10:45am-11:20am - rohde & schwarzAirborne Radio Communications

11:30am-12:05pm - techsat gmbhAll-in-One, The integrated Data Loading Solution.

12:15pm-12:50pm - gE intelligent platformsDesign of Avionics Interfaces for Maximum Longevity and Long Term Support

2:10pm-2:45pm - utc aerospace systemsTitle to be Confirmed

2:55pm-3:30pm - verocelManagement of DO-178C Activities and Objectives Through Automation

Forums & exHibitor presentAtions

wEdnEsday 20th fEBruary

10:30am – 12:30pm - BavairiaWanted: Aerospace Engineers – Dead or Alive!

2.00pm – 3.30pm – EurocontrolDeployment – Single European Sky Datalink and Surveillance Regulations

4.00pm – 5.30pm – dglr / raesUAV Mission Avionics

thursday 21st fEBruary

10:30am – 12:30pm - association of European airlines & sEsar JuAn Update on SESAR from the Airlines Perspective

2:00pm – 3.30pm – EurocaE & sEsar JuAvionics Standards and SESAR

foruMsAvionics Europe is delighted to have teamed up with some of the industry’s leading bodies and associations who will be running a series of Forums. The Forums are held on the exhibition floor and FREE to attend to registered visitors::

ExhiBitor prEsEntationsAvionics Europe will be running a series of exhibitor presentations providing you with a more in-depth look into the technologies and solutions from some of our exhibiting companies. Exhibitor presentations are held on the exhibition floor and FREE to attend to registered visitors:

0109_AVEX_Invite.indd 5 21/11/2012 15:55

Exhibitor boothAbsInt AngewAndte InformAtIk gmbH d22AIrbus C11AIteCH sYstems Ltd d4ALt softwAre InC d8AsHteCH, A trImbLe CompAnY b12Atego C17AVd sYstems Ltd d27AVIonICs InteLLIgenCe b26bArCo AVIonICs e4bAV AIrIA d16CArLIsLe InterConneCt teCHnoLogIes e15CAssIdIAn C11Ces - CreAtIVe eLeCtronIC sYstems sA e8deLtAVIewLAb - CreAtors of stAndArd AttItude b8dIstI CorporAtIon d14dspACe gmbH C12eLbIt sYstems AerospACe C20ensCo AVIonICs e11estereL teCHnoLogIes d20esterLIne CmC eLeCtronICs C6euroAVIonICs d2ge InteLLIgent pLAtforms e10green HILLs softwAre e5HIntsteIner group C16Hr smItH group of CompAnIes C25InstItute of fLIgHt sYstems dYnAmICs And pArtners of JLr, tum b3LdrA C2

Exhibitor boothmAtt bLACk sYstems C26mbs eLeCtronIC sYstems gmbH d26men mIkro eLektronIk gmbH d11mILItArY AerospACe eLeCtronICs b26mICCAVIonICs b1noLAm embedded sYstems b27nortHrop grummAn LItef gmbH C8pennweLL InternAtIonAL b26presAgIs europe b18QInetIQ e27rApItA sYstems d28roHde & sCHwArz e17serVometer® C23sItAL teCHnoLogY Ltd b30somACIs spA C24sYsgo d19te ConneCtIVItY d17teCHsAt d6teLedYne LeCroY C22tHALes AVIonICs C4ttteCH ComputerteCHnIk Ag d5unIVersItAt der bundesweHr munCHen - InstItute of fLIgHt sYstems b4utC AerospACe sYstems e14VeCtor InformAtIk gmbH d10VerIfYsoft teCHnoLogY gmbH b14VeroCeL C15wInd rIVer C9

exHibitor listlist of ExhiBitors, as of 20 novEMBEr 2012, includE:

FOR FULL LIST OF EXHIBITS, PRODUCTS AND SERVICES, VISIT www.avionics-EvEnt.coM

DELEGATE RESTAURANT

B1

B10

B11B12B14

B15B16B17

B18

B2

B20B21

B23B24

B27B28

B29

B3

B30B31B32

B4

B5B6B7

B8B9

C11C12

C15C15

C16C17

C19

C2

C20

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C24C25C26

C4C6C7

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D10D11

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PENNWELL B26

FORUMS

EXHIBITORPRESENTATIONS

Exhibition opening hours

Wednesday 20th February 10:00 – 19:30

Thursday 21st February 09:30 – 17:00

Entry to Exhibition is free of charge to trade visitors

0109_AVEX_Invite.indd 6 21/11/2012 15:55

exHibitor listevent HigHligHts

opEning kEynotE sEssionWednesday 20th February 2013 9am – 10:00am

- Courtney Howard, Conference Director, PennWell- Patrick Ky, Executive Director, SESAR Joint Undertaking, Belgium - Alejandro Jimenez Garzon, Head of platform systems- Airbus Military- Representative form Lufthansa Airlines

nEtworking lEcturETuesday 19th February 2013 7.00pmTechnical University of Munich / Technische Universitaet Muenchen

A great way to start the 2013 Avionics Europe conference and exhibition.Full details on this exciting lecture can be found at www.avionics-event.com

nEtworking rEcEptionWednesday 20th March 20125.30pm – 7.30pm on the Exhibition Floor

The Avionics Europe networking reception is an ideal opportunity for you to continue business discussions or just relax at the end of a busy day.You are cordially invited to attend and enjoy a selection of canapés and drinks, and you are welcome to bring your colleagues, clients and prospective business partners.The Networking Reception is open to all and is free of charge.

partnEr prograMMEs

airlinE partnEr & govErnMEnt agEncy prograMMEsIf you are an industry professional working for an airline or operator, or from the Ministry of Defence or Government Agency, then you could benefit from being part of our Airline Partner or Government Agency Programme, including VIP access to all areas, designed to make your attendance to Avionics Europe easy and more enjoyable.

For more information or to register online visit:www.avionics-event.com/airlinepartner or www.avionics-event.com/governmentagency

For full details and to register online visit www.avionics-event.com

0109_AVEX_Invite.indd 7 21/11/2012 15:55

§

Method of Payment: o Check enclosed (in Euro’s ONLY) Pennwell / Avionics 2013

o Wire (Wire information will be provided on invoice)

Credit Card: o Visa o Mastercard o AMEX o Discover

Please add all selections and total here: €

Add 19% German VAT: €

TOTAL DUE: €

Credit Card Number

Expiry Date

Full Name (as it appears on card):

Card Holder Signature:

individual full conference(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Forums, Exhibition, Networking Reception, Coffee Breaks and Lunch)o Paid before 20 January 2013 .......................................................................€920o Paid on or after 20 January 2013 ................................................................€980

individual day delegateo Individual Delegate (Single Day Registration) ............................................€705 (Includes access to Conference, Forums on the day,

Exhibitor Presentations, Exhibition, Coffee Breaks and Lunch on the day) o Wednesday 20th o thursday 21st student full delegate (student i.d. required) (Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)o Student Full Conference ................................................................................€100

Exhibitor full conference (must be an exhibiting company)(Includes 2-day Conference, Forums, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) o Exhibitor Full Conference ................................................................... €490

corporate planFor 3 or more delegates, enjoy a 33% discount on each delegate place.(Includes 2-day Conference, Forums, Conference Proceedings Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

o a. Corporate Plan (Group of up to 3 Delegates) ......................€1960 (Save 33%)o b. Corporate plan (Group of up to 6 Delegates) ......................€4715 (Save 33%)o c. Corporate Plan (Group of up to 9 Delegates) ......................€7050 (Save 33%)

association full conference(Includes 2-day Conference, Forums, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) Please indicate the Association you are registering under ............................€785

o Bavairia o dglr o raes o sEsar Ju o aEa o EurocaE o iEt o Edta o Bdli

o Exhibit floor visitor only………………………………….......................FREE(Includes Keynote, Exhibitor Presentations, Exhibition, Networking Reception)

lunch tickets o Weds 20th o thurs 21st ........................................................................................€35

o conference proceedings only ........................................................................€100

First name:

Last name:

Position:

Company:

Complete Mailing address:

Postal code:

telephone: (+ ) Fax: (+ )

Email:

what is your primary avionics application area? (Choose all that apply)

o 01 Business/General aviationo 02 Commercialo 03 Defense/Militaryo 04 all of the above

what is the nature of your business? (Choose one)

o 08 Commercial operator/Major/Regional/ Commuter/Cargoo 11 Business/Corporate operatoro 01 aircraft Manufacturero 02 avionics Systems Integratoro 03 avionics Subsystem Components Manufacturero 05 test/atE/avionics Supporto 09 avionics Softwareo 10 Fixed Base operatoro 06 Maintenance, Repair & overhaul (MRo)o 12 Distributor/Dealer/Shop

o 07 airport operations/authorities/air traffic Managemento 04 Military/Government agency or authorityo 98 other Manufacturer

what best describes your involvement in the decision to purchase/services ? (Choose all that apply)

o 01 Designo 02 Specifyo 03 Purchaseo 04 approveo 05 Recommendo 06 Evaluateo 07 not Involved

what is your primary job function ? (Choose one)

Engineeringo 03 avionics/Electronics Engineero 10 Research & Developmento 12 other Engineering

Engineering Managemento 02 Program/Project Managemento 04 avionics/Electronics Engineering Managero 06 operations Managemento 13 Research & Development Managemento 14 other Engineering Management

Executive Managemento 01 Corporate Managemento 05 Procurement/Purchasing

Other Avionics Professionalso 15 avionics Maintenance Supervisoro 16 avionics technician/Mechanico 08 Governmento 07 Militaryo 17 Piloto 09 Consultanto 11 Sales & Marketing

Registration Form

Payment must be received prior to the conference. If payment is not received by the conference date, the registration fee must be guaranteed on charge card until proof of payment is provided. Make check payable to Pennwell International/Avionics 2013.

Cancellation: Cancellation of registration must be received in writing. Any individual, exhibitor or corporate registrations cancelled before 20 January 2013 will receive a 50% refund of registration fee. After 20 January 2013 no refunds will be permitted. Substitutions may be made at any time by contacting the registration office In writing.

1. Fax:

Direct: +1 918 831 9161

Toll-Free (US only):

+1 888 299 8057

2. Website:www.avionics-event.com

3. Mail:

Pennwell Avionics Europe 2012

P.O. Box 973059

Dallas, TX 75397-3059 USA

4. Email

Complete this form

and email to:

[email protected]

pLeAse use tHIs Code wHen regIsterIng

(Registration confirmation will be sent via-email, if a unique email address is provided)

Country:

to register, please complete the registration form below and return.

Conference and Exhibition Date: 20-21 february 2013 Venue: m.o.C. event Centre Location: munich, germanywww.avionics-event.com

o Yes please send me the Avionics Intelligence eNewsletter

0109_AVEX_Invite.indd 8 21/11/2012 15:55

white paper


Apple’s iPad is a revolutionary device to the aviation industry. So much so that, 2012 marked the year of the “iPad Cockpit Invasion.” Many major airlines, including American Airlines,

Alaska Airlines and United Airlines, have already deployed iPads to their pilots, with nearly all those who haven’t yet laying plans to do so soon. Pilots now routinely look to these afford-able commerical-off-the-shelf (COTS) devices for information that used to reside exclusively in paper format. Every day, more and more iOS apps are created to help streamline processes that once were on paper.Imagine what could be done if it were pos-

sible to stream real-time flight data into interac-tive iOS Apps. How dramatically could this rev-olutionize the industry? This isn’t a dream for the far-flung future; it is possible now.As our team at Avionics & Systems Integration Group (ASIG) has been building

the infrastructure to stream flight data to the iPad, we have been amazed at the ever-expanding potential of connecting iOS devices with the airframe. Connecting iPads to the airframe, and accessing real-time data, opens up a new level of inno-vation potential for airlines and app developers.➤ Affordable FOQA/FDM Programs: Until now, the costs of implementing Flight

Operational Quality Assurance (FOQA)/flight data monitoring (FDM) programs have been prohibitive, largely due to the costs of aircraft equipage and technical infra-structure establishment to use the data collected from aircraft systems and sen-sors. With iPads connected directly to the airframe, data can be gathered during flight, and then transmitted over traditional IP infrastructure. Because this can be done at a lower cost than traditional quick access recorder (QAR) systems, while also minimizing file transfer sizes, prohibitive adoption expense is no longer the roadblock to better efficiency and progress.

Besides diminishing the overall cost of adoption, with a FOQA/FDM program

What Can Real-TDo for iPad

By Luke Ribich, ASIG

Pho

to c

ourt

esy A

SIG


Real-Time Data iPad EFB Apps?

in place, airlines could also employ a series of other efficiency-gaining programs,

including more effective training programs based on a pilot’s actual flight data,

which would build a means of establishing crew-derived remedial action through

FOQA/FDM data monitoring.

The availability of FOQA/FDM data in this way provides enhanced crew resource

management (CRM) training by allowing the visual reconstitution of flights, provid-

ing flight crews with a better visual understanding of what led to hazardous flight

situations. This would also translate into real business benefits — increased fuel

efficiency, decreased environmental infringements, and fewer flight operations vio-

lations and fines for noise level restrictions, to name just a few.

➤ Lower Operating Costs: Airlines are looking for practical ways to reduce

operating costs, like every smart business operating today. Streaming real-time

data to the iPad will create many new ways of doing that. Fuel burn reduction is a


great example. Through both better training as a result of FOQA/FDM analysis, and airframe weight reduction, from replacing heavy publications and flight data termi-nals with lightweight COTS devices and lighter weight installation provisions, the bottom line on fuel gets healthier.

Recorded data captured by the iPad also empowers operators to leverage operational and performance data to improve maintenance efforts and efficacy. Enhanced engine trend monitoring helps reduce engine maintenance costs. Air-frame lifecycles are extended through improved operational training based on FOQA/FDM. Spare part inventory can be reduced based on analysis of vibration and hard landing data. The multitude of small efficiency improvements adds up quickly, and translates into better and better financial figures to report for airlines. ➤ Reduce Compliance Risk and Fees: Aircraft operators face growing regula-

tory compliance risks. To mitigate many of these, a connected iPad, and its apps, in the hands of pilots would help identify things like potential risk and current safety margins, such as rejected takeoffs, hard landings and unstable approaches. This data can also be leveraged to help avoid divergence of company published/CAA accepted standard operating procedures.

These new, interconnected apps would also include features that enhance com-pliance with ICAO Annex 6 mandates for FDM and SMS implementation. They could extend to enhance situational awareness, and reduce pilots’ workloads while improving crew resource management.

Aside from the countless areas of operational improvement made possible by technology like this, both Apple’s and ASIG’s development frameworks and soft-ware development kits (SDK) make iOS app development quick and easy for oper-ators to spec. That means rapid development cycles of highly customized solu-tions, which bring a high degree of vertical and horizontal alignment to enterprise clients with divergent management, business or organizational objectives. ➤ Enhance Dispatch Awareness Readiness: With electronic distribution of

data to iPad apps, pilots arrive flight ready, with mission plans and updated com-pany, regulatory and other required reference materials. Apps are continually being developed which provide a more accessible means for pilots to conduct pre-flight briefings and post-flight analysis. This allows operational managers to achieve higher profits, lower operating costs and greater flexibility.➤ Increase Crew Situational Awareness: Access to real-time data inside iOS

apps provides pilots with embedded NOTAM detail within charting applications. Today’s apps also provide electronic, scalable and rapid reference for short, medi-um and long-range flight transitions, with airspace restrictions.

This allows pilots and Mission Operations Control Center personnel to highlight


changes from the baseline, and determine when non-standard, unusual or basically

unsafe circumstances occur in flight operations, such as increases in above rates,

new events and new locations.

Connected apps help establish a pilots expectation relative to the frequency of

operational occurrences, along with data necessary to make informed estimates

of the level of risk present. That way, the pilots can determine if aircraft risk level

is acceptable, enabling pilots to be better, more informed decision makers. Let’s

say a new ATC published approach has introduced high rates of descent that are

approaching the threshold for triggering ground proximity warning system (GPWS)/

terrain awareness and warning system (TAWS) warnings. With the right connected

apps, pilots would be able to anticipate, and take necessary action, far earlier in

the flight operations process.

Due to continuing training relative to trend analysis, pilots would better under-

stand the effect of the newly published descent on the aircraft’s performance.

Luke Ribich is the managing director of the flyTab team. He is also managing partner

of Avionics & Systems Integration Group (ASIG), of Little Rock, Ark. ASIG’s flyTab

hardware and software system, which has been certified by FAA and Apple, inte-

grates multiple avionics data buses with real-time data viewing and recording on the

iPad. (flyTab is a registered brand of ASIG, developed in partnership with Shadin Avi-

onics and AppOrchard.) For more information, visit www.flytab.aero or

www.asigllc.com.

The AEEC continues to create value for the airlines, aircraft manufacturers, avionics suppliers and other stakeholders by establishing common tech-nical standards and shared technical solutions that no one organization could develop on their own. Last year, AEEC meetings were attended by

more than 2,500 engineering professionals representing more than 60 airlines and 200 industry suppliers from nearly 40 countries.

The AEEC has planned an ambitious schedule for 2013, highlighted by the AEEC General Session to be held April 22-25 in Orlando, Fla. The meeting has a long tradition of collaboration and teamwork, including close coordination with the Avionics Maintenance Conference (AMC).

In 2013, AEEC will provide leadership to the aviation community by respond-ing to aircraft development programs, major retrofit programs and regulatory requirements that drive avionics development. AEEC meetings cover a broad range of technical topics, as identified by airlines and the AEEC Subcommittee. AEEC meetings are open to all parties.

Today more than 10,000 commercial and regional aircraft around the world rely on standards prepared by the AEEC. The product of this activity is reflected in the many ARINC standards, all a testimony to the long-standing commitment from the aerospace organizations and the many individuals that serve in AEEC leadership roles.➤ AGIE/MAGIC Subcommittee: This activity develops standards for Air/

Ground Information Exchange and the Manager of Air/Ground Interface Com-munication (AGIE/MAGIC), including aircraft data networks, routers, file servers and related systems. The focus is to connect the aircraft to the airline ground infrastructure in a way that facilitates the management and transfer of large amounts of operational and administrative information using Internet Protocol (IP). Flight operations data, maintenance data, software data loading and cabin services will be supported. ➤ Air-Ground Communications System (AGCS) Subcommittee: The goal

of the AGCS subcommittee is to ensure current and emerging air-ground com-munication systems are specified based on airline operational requirements and defined for cost-effective implementation based on existing and anticipated aircraft architectures. It is focused on developing standards for SwiftBroadband connectivity.➤ Aeronautical Data Bases (ADB) Subcommittee: This activity is


aeecb y P a u l P r i s a z n u k

Busy Year for AEEC in 2013


responsible for the standardization of the aeronautical data base structures for airport surface data, terrain data and obstacle data. The ADB Subcommittee works in conjunction with RTCA SC-217.➤ AOC Standardization Subcommittee: A standardized set of Airline Oper-

ational Control (AOC) messages are defined by this activity. The messages are defined independent of the medium. The AOC messaging application can by hosted on an Electronic Flight Bag (EFB). The message types are common to all types of operations. They are intended to be used by multiple airlines on mul-tiple aircraft types.➤ Application/Executive (APEX) Subcommittee: This activity is responsible

for developing software interface standards for Real-Time Operating Systems (RTOS) used with Integrated Modular Avionics (IMA). ARINC Specification 653: Avionics Application Software Standard Interface defines a standard interface between avionics application software and the software operating system capable of providing RTCA DO-178B, Level A service. ➤ Cabin Systems Subcommittee (CSS): This activity develops cabin and

in-flight entertainment standards, defining cost effective and valuable network infrastructure for the airlines to offer news and entertainment. This includes interface standards to allow airlines to implement their preferred systems for their passengers. Cabin communications, interface protocols and connector standardization are integral parts of this activity.➤ Cockpit Display Systems (CDS) Subcommittee: This activity develops

the flight deck display interface standard for primary display systems and their interface to avionics equipment (e.g., communication, navigation, and surveil-lance systems). ARINC Specification 661 is intended to support new airplane development programs for air transport, regional, general aviation, military and rotorcraft. The updates will ensure growth for CNS/ATM applications that pro-vide advanced operational concepts increasing aviation safety, capacity and efficiency.➤ Data Link Systems Subcommittee: The Data Link Systems Subcommit-

tee develops standards that promote reliable, uniform and cost efficient trans-fer of data between the aircraft and various locations on the ground. These standards cover the existing ACARS and the emerging Aeronautical Telecom-munications Network (ATN) as defined by the ICAO SARPs. Ground locations include civil aviation agencies, manufacturers of avionics and engines, data link



service providers, weather providers and departments within the airlines such as payroll, maintenance, operations, engineering and dispatch. ➤ Data Link Users Forum: The Data Link Users Forum is a coordinating activity

among airlines and cargo carriers, data link service providers, aircraft manufacturers, avionics manufacturers and others. It focuses on technical issues of mutual interest to operators. The discussions lead to the identification and resolution of numerous issues that collectively improve data link performance. The product of this activ-ity assures operators received significant operational and economic benefits of air/ground communication services. This activity provides input on the direction and schedule of new Air Traffic Service (ATS) data link programs. ➤ EFB Subcommittee: The EFB Subcommittee is developing hardware and soft-

ware standards for the EFB, including hardware installation standards as well as software application standards. This is a rapidly evolving technology with wide-ranging applications. Development of an Aircraft Interface Device standard was commissioned this year. Airlines, airframe manufacturers and EFB suppliers are expected to benefit from reduced EFB integration costs. ➤ EFB Users Forum: The EFB Users Forum is a joint activity with IATA that enables

airlines and other aircraft operators to voice their preferences in the evolution of EFB hardware and software, as well as EFB connectivity to an airline’s infrastructure. The goal is to maximize the operational and the economic benefit of the EFB and associ-ated EFB applications. Flight Operations, Information Technology, Engineering and Maintenance disciplines are represented among the forum’s participants.➤ Fiber Optics Subcommittee (FOS): The goal of this activity is to develop stan-

dards for fiber optic components and interfaces. This effort includes the preparation of fiber optic design guidelines, component criteria, testing and maintenance pro-cedures. The standards specify the performance requirements with an objective of minimizing the cost of procurement, implementation and maintenance.➤ Flight Deck Audio Working Group of SAI Subcommittee: The Flight Deck

Audio Working Group was formed in 2012 in response to APIM 12-003 calling for the definition of new standards for the Boomset and Handheld Microphone. This activity is coordinated with RTCA SC-226, developing MOPS for Audio Systems. The products of this activity are ARINC Project Paper 535B and 538C.➤ Galley Inserts (GAIN) Subcommittee: The goal of the GAIN Subcommittee is to

In 2012, AEEC meetings were attended by

more than 2,500 engineering professionals

representing more than 60 airlines and 200

industry suppliers from nearly 40 countries.


standardize the physical dimensions and electrical interfaces for Galley Inserts that will enable standard installations, both electrical and mechanical. This includes stan-dard wiring, standard electrical connectors, water connectors, physical interfaces, electrical interfaces and equipment mounting rails.➤ Ku/Ka-Band Satellite Communication Systems Subcommittee: This activity

is developing Ku-band and Ka-band satellite system installation provisions, electrical interfaces and mechanical interfaces. Airlines, aircraft manufacturers, avionics sup-pliers, cabin equipment suppliers, EFB suppliers and service providers are partici-pating in this activity.➤ Navigation Data Base (NDB) Subcommittee: The NDB activity is respon-

sible for ARINC Specification 424, written to assist aircraft operators, manufactur-ers, regulatory authorities, and data base suppliers to maximize the operational and economic benefits of FMS navigation by the exchange of technical information that improves overall system performance.➤ Network Infrastructure and Security (NIS) Subcommittee: The NIS activity

develops aircraft data network and aircraft information security standards. The goal is to enable fleet-wide solutions based on open standards for lower development cost, increased flexibility, higher reliability, reduced complexity, longer lifespan and ease of configurability and maintenance. The NIS activity is presently providing guid-ance on the implementation and use of digital certificates on an aircraft.➤ NextGen/SESAR Avionics Architecture Working Group of SAI Subcommit-

tee: The NextGen/SESAR Working Group is preparing recommendations for avion-ics architectures for CNS/ATM. The product of this activity is ARINC Project Paper 660B: CNS/ATM Avionics Architectures Supporting NextGen/SESAR Concepts. The goals are to share a common understanding of NextGen/SESAR concepts between the aeronautical industry and the airlines; establish a consensus on the aircraft con-tribution to NextGen/SESAR; assess the impact of NextGen/SESAR concepts on aircraft architectures; and identify new ARINC standards to develop and standards to be modified.➤ Software Data Loading (SDL) Subcommittee: The SDL Subcommittee is

developing standards for software data loading, including the development of stan-dards for a high-speed data loader with high-density storage media. Standards for file format, media type, part numbering and terminology will be developed in a way that can be used for various data loading devices and communication protocols. ➤ Systems Architecture and Interfaces (SAI) Subcommittee: The SAI Subcom-

mittee provides technical leadership in the development of standards for new aircraft

programs and major derivative programs. It coordinates top-level avionics require-ments for emerging airspace environments, namely NextGen, SESAR and CARAT. The SAI Subcommittee works with international air navigation service providers to develop standards for CNS/ATM. Working together with several AEEC Subcommittees, the SAI Subcommittee investigates the application of new technologies and prepares new project proposals where operational benefits are financial benefits are achievable. ➤ Traffic Surveillance Working Group of SAI Subcommittee: This activity

defines Traffic Surveillance equipment suitable for operation in the NextGen, SESAR and CARATS airspace environments. This includes traditional Traffic Alert and Col-lision Avoidance System (TCAS) and automatic dependent surveillance-broadcast (ADS-B). Traffic surveillance requires the use of the Air Traffic Control Transponder. The latest standard is ARINC Characteristic 735B-1: Traffic Computer, TCAS and ADS-B Capability.

Paul Prisaznuk is the AEEC executive secretary and program director.



Post your resume on Aviation Today’s Job Board and sit back while the jobs come to you!

Post your resume or job today at www.aviationtoday.com/aviationjobs

Alex Battaglia

JetBlue Airways promoted Alex Battaglia to senior vice presi-dent, system operations. Battaglia will oversee the execution of JetBlue’s day-to-day operations including system operations, dispatch, air traffic management, crew services and emergency response and care.

Battaglia previously was JetBlue’s vice president of airports and operations. In his new capacity, he will also assume responsibility for the airline’s JetForward Program, a multi-year strategic initiative to improve core technology used in planning, running and recovering JetBlue’s operation within system operations.

Battaglia began his aviation career nearly 30 years ago and has held a variety of leadership roles primarily in the airport and operations areas.

Rockwell Collins Appointments

Dave Nieuwsma, who has led Rockwell Collins’ Government Systems Airborne Solutions unit for the last two years, has been named vice president of govern-ment systems strategy and business development. The position was previously held by Phil Jasper, who was named executive vice president and chief operat-ing officer, Government Systems, for Rockwell Collins.

In his new position, Nieuwsma’s responsibilities include leading the compa-ny’s marketing and sales organization.

Troy Brunk replaces Nieuwsma as vice president and general manager of airborne solutions. Brunk, who had previously was senior director of airborne communications products, has been with Rockwell Collins since 1992. He now oversees the business that delivers avionics and flight deck systems for fixed wing aircraft and helicopters. The organization also includes the company’s unmanned airborne systems business.

Dale Kirby

SITA, the global air transport IT and communications specialist, added Dale Kirby to its North American sales team.

Kirby brings more than 30 years of aviation industry experience to his new role as SITA vice president, North America, including positions with Delta Air Lines, ARINC and Ultra Airport Systems.

Robert H. Lewis

CAE named Robert H. Lewis vice president and general manager of its global business aviation, helicopter and maintenance training business unit.

Lewis most recently led the growth of Pentastar Aviation as CEO and presi-dent of the privately owned U.S. aircraft operating company, MRO and FBO

Alex Battaglia


people

people


operator. Previously he was president of Everest Fuel Management, an aviation contract fuel provider, and vice president of supply for Sentient Jet.

John Berizzi, Robert Wyatt

Stevens Aviation, based in Greenville, S.C., added John Berizzi to its technical sales group. Berizzi has more than 20 years of experience in the business of avi-ation. Berizzi will operate out of his Fort Lauderdale, Fla., office.

The company also named Robert Wyatt general manager of its Rocky Moun-tain Metropolitan Airport facility in Broomfield, Colo.

Wyatt has held an A&P license since 1996 and has worked at various levels of aviation management including 10 years with Bombardier Learjet.

Michael DiGeorge

ARINC named Michael DiGeorge managing director of the company’s Asia Pacif-ic Division based in Singapore. DiGeorge was formerly the senior director for e-enabled programs based in ARINC’s Hong Kong office.

In his new position, DiGeorge will focus on growing ARINC’s business and solution infrastructure in Asia Pacific, and enhancing customer service and sup-port throughout its multiple business lines including aviation communications, networking, airport operations and security.

MITRE Corp. Promotions

The MITRE Corp. promoted of Lillian Zarrelli Ryals and Sarah MacConduibh. Ryals was promoted to director, senior vice president and general manager of the Center for Advanced Aviation System Development (CAASD), the FAA-sponsored federally funded research and development center. MacConduibh, Air Force Portfolio director in the organization’s Command and Control Center, was appointed vice president of Air Force Programs.

With MITRE since 1979, Ryals has more than 30 years of experience working in the aviation sector across a broad range of National Airspace System research, modernization and operations activities. She is responsible for CAASD’s work supporting FAA and international civil aviation authorities in addressing opera-tional and technical challenges to meet aviation’s global capacity, efficiency, safety and security needs. Ryals previously served in a variety of leadership roles for the CNS/ATM systems evolution and operations work for FAA.

Previously, MacConduibh was technical director for the Air Force Electronic Systems Center Engineering Office, directing strategic technical planning and providing oversight for more than 200 programs. She also served as director of Integration for Joint Networks, director of engineering and chief engineer for the


Air Force Global Information Grid Systems Group at Hanscom Air Force Base and project director for MITRE’s MILSATCOM projects.

Dan Elwell

Airlines for America (A4A) named Dan Elwell senior vice president, Safety, Secu-rity and Operations. Elwell joins A4A from the Aerospace Industries Association (AIA), where he was vice president of Civil Aviation.

Prior to joining AIA, Elwell was FAA assistant administrator for aviation policy, planning and environment, responsible for development and implementation of U.S. aviation policy, near- and long-term forecasting and planning, and FAA environmental research and regulatory division.

Elwell also served as managing director of international and government affairs with American Airlines.

Todd Witchall

Crane Aerospace & Electronics appointed Todd Witchall vice president of finance and chief financial officer of the Electronics Group, which is based in Redmond, Wash. Witchall had been with Lockheed Martin since 2000.

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calendar

February

12-14 ATM World Congress, IFEMA, Madrid, Spain. Visit www.worldatmcongress.org.

March

4-7 Heli-Expo 2013, Las Vegas Convention Center, Las Vegas. Visit www.heliexpo.com.

12-14 ATC Global, Amsterdam RAI Center, Amsterdam, the Netherlands.

Visit www.atcglobalhub.com.

25-28 Aircraft Electronics Association (AEA) International Convention and Trade Show, MGM

Grand Hotel and Convention Center, Las Vegas. Visit www.aea.net.

April

9-11 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany.

Visit www.aircraftinteriorsexpo.com.

8-10 Navy League Sea-Air-Space Exposition, Gaylord National Resort & Convention Center,

National Harbor, Md. Visit www.seaairspace.org.

16–18 Asian Business Aviation Conference & Exhibition (ABACE), Shanghai Hawker Pacific

Business Aviation Service Centre, Shanghai, China. Visit www.abace.aero

22-26 AMC Open Forum and AEEC General Session, Hilton Walt Disney World Resort, Orlando, Fla.

Visit www.aviation-ia.com.

May

21-23 European Business Aviation Convention and Exhibition (EBACE), Geneva PALEXPO and

Geneva International Airport, Geneva, Switzerland. Visit www.ebace.aero.

June

17-23 Paris Airshow, Le Bourget, Paris. Visit www.paris-air-show.com.

July

17-20 Airborne Law Enforcement Association Annual Conference and Exhibition, Orange County

Convention Center, Orlando, Fla. Visit www.alea.org.


Pg Advertiser Web Address

38 AEA International Convention ......... www.aea.net/convertion

13 Aerospace Optics Inc. ................................www.vivisun.com

39 AIM GmbH ............................................. www.aim-online.com

45 ASIG ...............................................................www.flytab.aero

2 ATC Global 2013 ...............................www.atcglobalhub.com

41 Avionics Europe ............................. www.avionics-event.com

11 Carlisle Interconnect Technologies ........ www.CarlisleIT.com

5 Data Device Corp .....................www.ddc-web.com/comm/a

27 Dayton-Granger ............................www.daytongranger.com

33 IDD Aerospace .........................www.iddaerospacecorp.com

5 PIC Wire & Cable ............................ www.picwire.com/inside

58 Rockwell Collins ...... www.rockwellcollins.com/prolinefusion

29 StacoSystems .................................www.stacosystems.com

33 Zodiac Aerospace-ECE ...... www.ece.zodiacaerospace.com

ad index


29-Aug. 4 EAA AirVenture, Oshkosh, Wis. Visit www.eaa.org.

August

12-15 Association of Unmanned Vehicle Systems International’s Unmanned Systems 2013,

Walter E. Washington Convention Center, Washington, D.C. Visit www.auvsi.org.

September

9-12 Airline Passenger Experience Association Annual Expo. Anaheim, Calif.

Visit http://apex.aero.

October

10-12 Aircraft Owners and Pilots Association Aviation Summit, Fort Worth, Texas. Visit www.

aopa.org.

21-23 Association of the U.S. Army’s Annual Meeting and Exposition, Walter E. Washington

Convention Center, Washington, D.C. Visit www.ausa.org

22-24 National Business Aviation Association Annual Meeting & Convention, Las Vegas

Convention Center, Las Vegas. Visit www.nbaa.org.

November

17-21 Dubai Airshow, Dubai World Central, Dubai.Visit www.dubaiairshow.aero.

Download - Avionics Magazine - February 2013

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