february 2013 avionics

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February 2013

www.avionicstoday.com

SVS systems gaining traction in the general aviation and rotorcraft markets

Synthetic VisionTechnologies

SOFTWARE-DEFINED RADIO

After lengthy delays, systemsare finally being fielded

TRAFFIC TOOLS

ANSPs deploy modernized systems

to make the airspace more efficient


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ATC GLOBAL 2013EXHIBITION & CONFERENCE

THE INDEPENDENT VIEW OF THE SKIES

12-14 MARCH

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WWW.ATCGLOBALHUB.COM

Now in its 23rd year, the ATC Global Exhibition & Conference will offer unprecedentedopportunities for the international air traffic 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 first-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 benefit 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.

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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

301-354-1820

[email protected]

DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINE

Julie Blondeau Samuel

301-354-1770

[email protected]

CONTRIBUTING EDITORS

Frank Colucci, Ed McKenna,

Robert Moorman, James W. Ramsey,

Charlotte Adams

ADVERTISING & BUSINESS

PUBLISHER

Randy Jones

972-713-9612

[email protected]

SALES MANAGER

Susan Joyce

480-607-5040

[email protected]

DESIGN & PRODUCTION

GRAPHIC DESIGNER Gretchen Saval

PRODUCTION MANAGER Sophie Chan-Wood

301-354-1671

[email protected]

AUDIENCE DEVELOPMENT

FULFILLMENT MANAGER George Severine

[email protected]

SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314

LIST SALES

Statlistics

Jen Felling

203-778-8700

[email protected]

REPRINTS

Wrights Media

1-877-652-5295

[email protected]

Access Intelligence, LLC

CHIEF EXECUTIVE OFFICER

Don Pazour

EXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER

Ed Pinedo

EXECUTIVE VICE PRESIDENT, HUMAN RESOURCES

& ADMINISTRATION

Macy L. Fecto

DIVISIONAL PRESIDENT

Heather Farley

SENIOR VICE PRESIDENT & GROUP PUBLISHER

Jennifer Schwartz

VICE PRESIDENT, PRODUCTION & MANUFACTURING

Michael Kraus

SENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT

Sylvia Sierra

SENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER

Robert Paciorek

VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT

Steve Barber

VICE PRESIDENT/CORPORATE CONTROLLER

Gerald Stasko

LOOK INSIDE

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www.avionicstoday.com February 2013Avionics Magazine 5


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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, MD208504024; 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. ReturnUndeliverable 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 ofAvionics.

E-Letters

Review of top developments

in the civil

and military aircraft

electronics industry

Webinarswww.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


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4 Avionics MagazineFebruary 2013 www.avionicstoday.com

also in this issue

Editors Note

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

Column: AEEC Report

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

Departments

Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

New Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

People . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Ad Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Cover photo courtesy Saab Sensis

inside

magazine

inside

magazine

inside

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inside

magazine

Online Resources

Aerospace Acronym

Guide

www.aviationtoday.com/

av/acronym/a.html

White Papers, Tech

Reports

www.aviationtoday.com/at/otherdocs/

Aviation Todays Job

Board


aviationjobs/

Follow Avionics Magazine on

Twitter and Facebook:twitter.com/AvionicsMag

facebook.com/pages/Avionics-Magazine

Online Resources

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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, MD208504024; 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: oneyear $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. ReturnUndeliverable 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


6/69

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

301-354-1820

[email protected]

DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINE

Julie Blondeau Samuel

301-354-1770

[email protected]

CONTRIBUTING EDITORS

Frank Colucci, Ed McKenna,

Robert Moorman, James W. Ramsey,

Charlotte Adams

ADVERTISING & BUSINESS

PUBLISHER

Randy Jones

972-713-9612

[email protected]

SALES MANAGER

Susan Joyce

480-607-5040

[email protected]

DESIGN & PRODUCTION

GRAPHIC DESIGNER Gretchen Saval

PRODUCTION MANAGER Sophie Chan-Wood

301-354-1671

[email protected]

AUDIENCE DEVELOPMENT

FULFILLMENT MANAGER George Severine

[email protected]

SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314

LIST SALES

Statlistics

Jen Felling

203-778-8700

[email protected]

REPRINTS

Wrights Media

1-877-652-5295

[email protected]

Access Intelligence, LLC

CHIEF EXECUTIVE OFFICER

Don Pazour

EXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER

Ed Pinedo

EXECUTIVE VICE PRESIDENT, HUMAN RESOURCES

& ADMINISTRATION

Macy L. Fecto

DIVISIONAL PRESIDENT

Heather Farley

SENIOR VICE PRESIDENT & GROUP PUBLISHER

Jennifer Schwartz

VICE PRESIDENT, PRODUCTION & MANUFACTURING

Michael Kraus

SENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT

Sylvia Sierra

SENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER

Robert Paciorek

VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT

Steve Barber

VICE PRESIDENT/CORPORATE CONTROLLER

Gerald Stasko

LOOK INSIDE

picwire.com/inside



7/69

editors noteb y E m i l y F e l i z

Back from the Brink

The clock struck midnight on Dec. 31, the balldropped, confetti was thrown and, the United Statesteetered on the brink, but did not fall over, the fiscalcliff. It took some last-minute wrangling and tense

negotiations, but lawmakers passed, and the PresidentObama ultimately signed, the American Taxpayer Relief Actof 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 fiscalcliff until March, and did not provide any action on thedreaded 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 itseems the country is back from the brink of the cliff, butwe find ourselves back in a odd, no-mans-land position

yet again.Congress has prevented the worst possible outcome

by delaying sequestration for two months. Unfortunately,the cloud of sequestration remains, Defense SecretaryLeon 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 thedefense industry as the up to $45 billion in defense cuts

this year would be compressed into nine months insteadof 12, analysts warn. But sequestration is only part ofthe challenge facing the industry. The fear is still there,Richard Aboulafia, vice president of analysis of the TealGroup told me in early January. Its more than sequestra-tion its the global economy, the credit picture thatsstill hanging over the industry.

So now what? We didnt 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-mans-land

position yet again.


8/69


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. Its 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 prolongeduncertainty 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,

its time for Congress to act to save this vital part of this countrys economy from

financial ruin. These cuts would be devastating and we simply cant 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 its true

the economy isnt 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 doesnt work, said Aerospace Industries Association (AIA)

President Marion Blakey.Id 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). Well 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.


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industry scan

O

nAir, 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 Insider2013 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 OnAirs connectivity system.

PhotocourtesyEmirates

OnAir CEO Sees 2013

as a Big Year forIn-Flight Connectivity


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when you are on the ground. The market is growing very quickly. At the moment, only

20 percent of the worlds 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 amongits 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 Dassaults 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 smalllightweight 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/


11/69

industry scan


COMMERCIAL

Licensing for Wi-Fi

The Federal Communications Commis-

sion (FCC) in December approved newrules 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) oncommercial 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 signedan 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, Gogos president and CEO. With

the addition of Inmarsats 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, managingdirector of Inmarsat GX.

Gogos 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

Deltas regional jets; all AirTran Airways

and Virgin America flights; and select Air

Canada, Alaska Airlines, American Airlines,

Frontier Airlines, United Airlines, and USAirways flights, Gogo said.


12/69


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industry scan

dia company Vivendifor seven years priorto leaving that postin June.

I have beenaware for manyyears of the passionand the high-levelexpertise of the men

and women who contribute to the groupsnumerous successes in many countriesaround 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 theinitial production run of its Citation M2 lightbusiness jet, with certification on track forsecond quarter of 2013.

Unit 800 is slated for demonstratorpurposes, and is expected to roll off theassembly line this April, the company said.The front and aft cabin assemblies forthe light business jet are built at CessnasWichita, Kan., facility and are then trans-ported to Independence for final assemblyand delivery.

The M2 looks to be a fantastic productfor the market in the light business jet cat-egory, said Brian Rohloff, business leaderfor the M2.

The jet features Garmin G3000 avionicssystems, including three 14.1-inch LCDprimary and multifunction displays andtwo infrared, touchscreen control panels,and a new cabin design.

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

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

Another Cessna aircraft slated to hit themarket 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 Armys small UAS contract,worth up to $248 million.

Under terms of the Indefinite Delivery

Indefinite Quantity (IDIQ) contract issuedDec. 21, AeroVironment, of Monrovia,Calif., Elbit Systems, Lockheed Martin,

Altavian, of Gainesville, Fla., and Innova-tive Automation Technologies, also ofGainesville, Fla., will be eligible to bidagainst each other on individual DeliveryOrders under the contract. The contractis a 3 base year contract with 2 one-year

options. Lt. Col. Nickolas Kioutas, productmanager for the Small Unmanned AircraftSystems product office, Unmanned Air-craft Systems project office, PEO Aviation,said the first delivery order award for Pumaand Raven spare and repair parts in March2013, with a completion date of 2017.

NASA Global Hawk

NASA in January was set to fly a GlobalHawk research aircraft as high as 65,000feet altitude over the tropical PacificOcean to probe unexplored regions ofthe upper atmosphere for global warmingresearch.

The first flights of the Airborne Tropi-cal Tropopause Experiment (ATTREX), amulti-year airborne science campaign with

a heavily instrumented Global Hawk, wereto take off from Edwards Air Force Base in

Jean-Bernard Lvy

Photo

courtesyThales


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and defense analyst for Forecast International. We have seen an up tick in salesof 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 inYmare, France, is designed for en-route controlarea, allowing reduced separation between air-craft, according to the company. Here is is co-mounted with the RSM 970S Monopulse SecondarySurveillance Radar, which provides controlersupport in severe air traffic conditions.



19/69


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 positionsand 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 accurateposition 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 theNational Airspace System.

Photo

courtesyITT

Exelis


20/69


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) environmentinclude 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 releasedfor 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 citys airport operations will also

use Aerobahns Dynamic Rules Alerting to manage the Department of Transporta-

tions 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 747sflying over the Pacific Ocean. The FAA-sponsored project started 3 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 Honeywells ADS-B enabled Hybrid Surveillance and Air-

borne Traffic Situational Awareness (ATSAW) functions. Developed in partnershipwith Airbus, the ATSAW system provides a more intuitive display of surround-


21/69


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

The combined technologies are meant to overcome the fundamental problemof 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 thatseparation range. The SmartTraffic-based technology greatly reduces that sepa-ration range (15-20 nautical miles), which would help allow the aircraft to get tohigher altitudes sooner and burn less fuel.

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

In other ATM related developments, Honeywell is enhancing its synthetic visionsystem to show pilots a 3-D representation of the aircraft, taxiways and otherground traffic. Honeywells 3-D taxiway software displays traffic as if the pilot islooking down from outside and above the aircraft, in what Honeywell describesas an ecsocentric view.

Witwer used another form of transportation to illustrate: Its the kind of viewyou would have if you ever para-sailed, he said. Youre up on a tether andbehind the boat. Thats 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 situationalawareness.

Honeywell has yet to name this software enhancement to its synthetic visionsystem. For now, Honeywell is calling it a 3-D Taxi Display. Simulated and actualtests on the new software are continuing in Redmond, Wash., Phoenix, andMorristown, 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 toprovide predictability for flight arrivals and departures. The system will be part ofNextGen and SESAR modernization efforts.

In February 2012, Airbus conducted the first flight of the system outfitted onan Airbus A320, flying from Toulouse, to Copenhagen and Stockholm. Flightmanagement systems (FMS) of Thales and Honeywell were used as part of theInitial-4D trajectory management system. In-flight, the aircrafts 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


22/69


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 andinstall 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 testedthoroughly 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 Simulationtool, 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 ICAOs 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 DenverInternational Airport.

P

hoto

courtesySaab

Sensis


23/69


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

ITT Exelis: ITT Exelis, which is the contractor behind the ground infrastruc-ture of FAAS 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 OpsVuewith Metro Harmony for Airlines flow management and Collaborative DecisionMaking capabilities to track aircraft and vehicle movement.

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

Metron Aviation: In September, Airservices Australia commenced operationswith Metron Harmony Air Traffic Flow Management ATFM system. MetronHarmony 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 airborneholding into Sydney has been reduced by about 33 percent, producing fuelsavings 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 minutesper flight on the Melbourne-Sydney run, equating to over 40,000 tons of CO2per year.

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

The SQUID self-contained vehicle-tracking unit broadcasts the exact positionof 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 thelarger international airports, including London Heathrow, Frankfurt, AmsterdamSchiphol and Moscow Domodedovo.

ERA manufactures low-cost ADS-B and WAM surveillance systems, and isinvolved indirectly with SESAR through Eurocontrol and EUROCAE, said TimQuilter, 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


24/69


initial deployment; and Fiji, ATM system, ADS-B surveillance with WAM to dealwith 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 over50 countries. One new product worth noting is its AutoTrac family of open archi-

tecture ATM systems with fully integrated surveillance and flight data processingsystems, including AutoTrac III, Raytheons next generation ATM system.Boeing: Boeings Wind Update service provides flight crews with real-time

wind, temperature and weather information. Virgin America is the launchcustomer.

Additionally, Boeings 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 portfolioof contracts is worth around $6.4 billion over 10 years.

Boeing is also involved on finding other uses for new technology developed forNextGen and SESAR. Example of this cross over potential of technology: GPSwas 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 thenecessary and hardware and software make it challenging. This is no longer atechnology 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 worthup 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


25/69

military


After a lengthy, and expensive,

development period, software-

defined radio systems are

being fielded around the world

SDR Takes

PhotocourtesyRockwellCollinsandHarrisCorp.


26/69


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

A SDR is like a computer with a radio frequency (RF) front-end. Functions thatpreviously 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 managerfor communications and navigation. But whether SDR technology has reachedthe off-the-shelf procurement level remains to be seen. The U.S. Armys newSmall Airborne Networking Radio (SANR) NDI (non-developmental item) programwill 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

By Charlotte Adams

Left to right, the Harris Airborne MultibandRadio (HAMR), the Harris Small SecureData Link (SSDL) and the Rockwell CollinsGen5 ARC-210 Software-Defined Radio.


27/69


28/69


(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 needbe. For now the Army has

split off SAs 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 inFY 2014, and as many as


29/69


7,000 radios could be procured over a 12-year period.

SANRs NDI approach reflects the thinking that theres 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 theseunits 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.


30/69


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 onsoftware 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 thepipes, 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


31/69


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 technologys key attribute of improving

the pilots 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


32/69


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 syntheticvision 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 interestin 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 wellreceived 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 forRockwell 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 certifiedsynthetic vision display on approach into Morristown, N.J.


33/69

32 Avionics Magazine February 2013 www.avionicstoday.com

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 asEmbraer 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.

PhotocourtesyR

ockwellCollins


34/69


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

essentially the same SmartView synthetic vision that is available on Honeywells

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


35/69


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

Chinas 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

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

PhotocourtesyGarmin


36/69


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 wont be drawing out that far ... sothere 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-missionmarket, 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), EnhancedVision Systems (EVS) and Combined Vision Systems (CVS).


37/69


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, saidBarber. 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 tohave 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 thoseonerous 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 syntheticvision system (SVS).

Photo

courtesyUniversalAvionics


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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 dont 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 dont have a problem that can be solvedby 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 pilottoday 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 havethat taxiway laid out for you exactly where you need to go, said Barber.

Next month: Antennas

Avionics Magazines 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 [email protected].


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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

companys 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 thenew 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

Directs 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 authorizedfor autopilot, displays and HeliSAS systems

in Cobhams line of avionics products.

Cobham autopilots are STCd 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


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G500H STC

Kitchener Aero Avionics, based in

Kitchener, Ontario, Canada, was award-

ed a supplemental type certificate (STC)

for installation of the Garmin G500Hflight 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

STCd 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 inSan Jose, Calif. have inventory and full

design support capabilities for Carlisles

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


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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 operators

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 isaccessible 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 flightplanning 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.


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Exbton & Conference

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Welcome toAvionics europede cege,

This is Your Invitation to the leading event or global

commercial and deence 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 or the uture.

In one o the most innovative industries, commercial

and deence avionics is always evolving, looking to

stay ahead o the game and meeting new standards.

Keeping up with the changes in technologies and

uture industry strategies is also a challenge.

This mutli-aceted event oers something or everyone

involved in avionics, with a great exhibition oor,

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bodies, Avionics Europe brings the industry together

to discuss the important issues o the day.

The exhibition will showcase leading and state-o-the-

art technologies and products displayed by around 80

exhibitors rom Europe and around the globe and willwelcome leading associations and media rom across

the sector. Avionics Europe is a great opportunity to

discover whats new and up-and-coming in the world

o commercial and deence avionics.

The conerence programme, designed to deliver high

quality content or avionics engineers, technicians,

project managers, R&D consultants, systems

integrators and pilots, contributions rom key industry

players, including Airbus, Boeing, Honeywell,

Rockwell Collins, Thales Avionics and many more andleading international speakers, will give you the latest

perspectives rom across Europe and beyond.

Avionics Europe enjoys the ull support o leading

industry organisations, including BavAIRia, the

Association o European Airlines, SESAR Joint

Undertaking, EuroControl, EUROCAE, German

Society or Aeronautics and Astronautics (DGLR),

Technical University o Munich and Royal Aeronautical

Society (RAeS).

I avionics touches your business or work, you cannot

aord 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

deence avionics industries.

We look orward to welcoming you to Munich.

cey h

cfeee de

You can register or Avionics Europe online at

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5 rEasons to visit avionics EuropE:

1. discovEr new ideas, technologies and

developments at the leading exhibition and

conerence or the civil, commercial and deence

avionics industry.

2. sourcE the latest products, technologiesand services rom leading companies

and suppliers rom around the world.

3. lEarn whats new in policy, technology and

uture developments in the industry rom high

profle keynote and leading international speakers.

4. nEtwork with your peers and industry

proessionals.

5. participatE and be part o Europes premierindustry event:

Opening Keynote Session; Exhibition; Conerence;

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For urther inormation and opening times visit

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Representatives rom civil, government and military, o senior management, executives and decision makers

who have the authority to purchase, or inuence the purchase o products and services, rom the ollowing

sectors:

Airlines and Operators

Armed Forces

Chie/Senior Pilots

End users

Airramers

Integrators

Prime contractors

Design & Planning

International Deence Agencies / Departments o Ministries o Deence

For urther details on the Avionics Europe conerence and exhibition and to register online visitwww.-ee.m.

HoW to register

Choose rom 4 simple ways to register or Avionics Europe conerence and exhibition.

Register online at www.avionics-event.com

Complete the registration orm in this booklet and ax back to +1 918 831 9161

Complete the registration orm in this booklet and email to [email protected]

Complete the registration orm 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 ExhiBitionE e Eb h ee e e e e e i fm, Eb pee, oe kee se, newree pe-Ee new lee

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I you are a member o one o the ollowing associations, beneft rom a 20% discount on conerence

delegate ees:

bavAIRia

Association o European Airlines (AEA)

EUROCAE

SESAR JU

German Society or Aeronautics and Astronautics (DGLR)

Royal Aeronautical Society (RAeS)

German Aeronautical Society (DGLR)


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wEdnEsday 20th fEBruary

10:30m -11:05m - spacE gmbhAerospace Bus Interaces or a New Technology or

HIL Simulation Hardware-in-the-loop simulation and

test systems

11:15m-11:50m - sysgo ag

MILS-Related Inormation Flow Control in the Avionic

Domain: Sotware Architectures and Verifcation

12:00m-12:35m - tE ce

Next Generation Avionics Interconnects

2:00m-2:35m - Eee cMc EeWingwatch or Wide Body Aircrat: New System to

Prevent Wingtip Collisions

2:45m-3:20m - r sem l.

DO-178B/DO-330 Tool Qualifcation:

Test Eectiveness or WCET Analysis Tools

3:30m-4:05m - gee h se

Using Time-Variant Unifed Multi-Processing (tuMP)

to Address Real-Time Multi-Core Certifcation Issues

4:15m-4:50m - re & szAirborne Radio Communications

5:00m-5:35m - pe

Sotware Certifcation Considerations Under ARINC 661

thursday 21st fEBruary

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

february 2013 avionics

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