Avionics 2010

www.avtoday.
com/ av
October 2010
Systems Engineering 2020
Business Aviation Outlook
Displays
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Avionics Magazine holds four Royal Aeronautical
Society Journalism Awards, including Journalist of the
Year, plus the American Business
Medias prestigious Jesse H. Neal
Journalism Award.
inside
magazine
www.avtoday.com/av October 2010 Avionics Magazine 3
The editors welcome articles, engineering and technical reports, new product information, and
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Cover: The Elbit CockpitNG concept is a large, high-resolution, cen-
trally located multifunction display. Graphic courtesy Elbit Systems
Editors Note
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Perspectives
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Departments
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also in this issue
For the latest news and industry updates,
visit us at www.aviationtoday.com/av.
Bottomed Out,
Bouncing Back . . 22
While economic uncertainties persist, the
business aviation sector is on the mend
by Ann Keeton
SE2020: Supporting
NextGen Vision .....26
Avionics discusses FAAs Systems
Engineering 2020 effort with the agencys
program manager, Elizabeth Soltys
Displays ................30
Touchscreen interfaces and larger, multi-
function displays gain greater presence in
cockpits for both new builds and retrofit
by Barry Rosenberg
business/GA q&a product focus
30
Graphic courtesy Elbit Systems
Elbit Systems CockpitNG, aimed at helicopters, fighters, trainers
4 Avionics Magazine October 2010 www.avtoday.com/av
editors note
by Bi l l Ca r e y
Funding NextGen
AIA posits that
user-funded
support of the
nations aviation
infrastructure
may have to be
rethought in the
NextGen case.
I
n its 2010-2029 Business Aircraft Forecast
released in July at the Farnborough Airshow,
Bombardier Aerospace noted the first green
shoots of recovery, offering hope the belea-
guered business aviation segment is again rising.
The Aerospace Industries Association (AIA),
headed by former FAA Administrator Marion
C. Blakey, also anticipates recovery, so much so
that it is urging timely deployment of the Next
Generation Air Transportation System (Next-
Gen) to improve airspace capacity and meet ris-
ing demand for air travel.
Many of our national aviation systems
limitations so obvious just a few years ago
have been masked by the economic slowdown,
AIA states in a report timed for release during
National Aerospace Week, Sept. 12-18. Despite
flagging air travel in the wake of the 2008 finan-
cial crisis and a global recession that persisted
throughout 2009, long-range forecasts from a
wide spectrum of sources indicate robust demand
for air travel over the next two decades. Remem-
ber the FAA projection weve cited more than
once in these pages, of a future tripling in air traf-
fic? It now appears to be on the table again.
AIA directly ties airspace modernization,
in short NextGen, to the industrys future eco-
nomic success and environmental profile. Safely
expanding airspace system capacity and address-
ing growing environmental concerns are the two
most significant challenges facing the U.S. civil
aviation industry today, states the report, Civil
Aviation Growth in the 21st Century: Meeting
Capacity and Environmental Challenges.
Each of the reports eight recommendations
are significant to aerospace manufacturers
AIAs core constituency and the majority
would impact avionics OEMs and architects of
performance-based navigation (PBN) routes and
procedures specifically. Ill summarize the first
in order, to Design and Implement a Cash for
Carbon Program to Fund Aircraft Equipage. A
variation of this, dubbed a NextGen Equipage
Bank, was discussed by RTCA Task Force 5, and
the concept appears to be gaining traction.
In addition to its own substantial costs for
infrastructure, FAA estimates airlines and
other operators will need to spend $14 billion
to $20 billion to make their aircraft NextGen-
compatible by 2025. Avionics manufacturers and
other industry players believe FAAs equipage
estimates are too high, AIA says, and that outfit-
ting the entire civil aviation fleet of commercial
and general aviation aircraft for ADS-B In/Out,
a fundamental enabling technology, can be done
for $12 billion.
Whether the final price to equip is under $12
billion or over $20 billion, the report states, it is
clearly a sizeable investment for an airline industry
that continues to struggle to return to profitability
and for a general aviation community that counts
individual aircraft owner-operators who fly recre-
ationally among its core constituency.
AIA posits that user-funded support of the
nations aviation infrastructure through taxes
and fees paid into the Aviation Trust Fund may
have to be rethought in the case of NextGen.
[E]ven as NextGen effectively puts aviation
infrastructure into the cockpit, the FAA and
Congress have not acted on calls for spending
federal dollars on aircraft equipage, the associa-
tion says. For a variety of reasons, the issue
of NextGen funding may require a more prag-
matic approach, including a deviation from past
assumptions about the appropriate mix between
government and private sector funding for trans-
portation infrastructure and the mechanisms for
financing such investments.
A Cash for Carbon program would be a con-
tract between government and industry, with
both parties held accountable to measurable
commitments. In return for a pledge by opera-
tors to achieving carbon-neutral growth from
2020 onward (CNG 2020+) government grants
or government-backed loans would be issued to
fund ADS-B In/Out, RNP and RNAV equipment
for the airline industry and some 22,000 high-
end business jets and pressurized turboprops.
An excellent source for the government fund-
ing, states the study, would be the Transporta-
tion Infrastructure Bank proposed by President
Obama as part of a comprehensive, multimodal
transportation plan announced in September.
The Obama plan proposes a robust invest-
ment in our effort to modernize the nations air
traffic control system (NextGen), according to
a White House fact sheet. This investment will
help both the FAA and airlines to install new
technologies (and) other improvements.
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updated as technology advances. The future is here. Certied. Proven. Flying. Why wait?
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2010 Honeywell International Inc.
Part 25 Synthetic Vision System
SmartView
Interactive Navigation
Fully Integrated Auto
Throttle System
Cursor Control Device (CCD)
Point-and-Click
Graphical Flight Planning
Firsts
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EDITORIAL
EDITOR-IN-CHIEF Bill Carey
301-354-1818
bcarey@accessintel.com
MANAGING EDITOR Emily Feliz
301-354-1820
efeliz@accessintel.com
CONTRIBUTING EDITORS
Frank Alexander, Frank Colucci, Ron Laurenzo,
George Marsh, Ed McKenna, Douglas Nelms,
James W. Ramsey, Barry Rosenberg, Jean-Michel Guhl
ADVERTISING & BUSINESS
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GRAPHIC DESIGNER Joy Park
PRODUCTION MANAGER Tony Campana
301-354-1689
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VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT
Steve Barber
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Hear from these speakers:
Upcoming Avionics Magazine Webinar
October 13
Business Jet Connections: In-Flight Connectivity
Services and Solutions for Business Aircraft
For information, visit www.aviationtoday.com/webinars/2010-1013.html
Mark Goodman
Product
Manager, Satcom
Transceivers,
EMS Aviation
Armin Jabs
Chief Operating
Officer, ICG
Stephen J. Timm
Vice President &
General Manager,
Information
Management Systems,
Rockwell Collins
Ed Borger
Senior Manager,
Honeywell Technical
Sales
www.avtoday.com/av April 2010 Avionics Magazine 7
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Apex Integrated Flight Deck Lends Big-Jet Feel To PC-12NG Turboprop
Its striking how companies tackle the
same issues in separate ways.
That was one of the thoughts going
through my head during a short flight
in a new Pilatus PC-12NG single-engine
turboprop to get a taste of the newest
additions to Honeywells Primus Apex
Integrated Flight Deck.
Its tough not to reflect on the Swiss
turboprops business-jet feel. The cock-
pit, designed by BMW Group Design-
worksUSA, is stylish and the left seat
comfy. It would be a pleasure to spend
a few hours steering this powerful,
responsive airplane across the continent.
But my glass-cockpit knowledge,
based primarily on Garmins G1000,
didnt get me very far with Apex,
derived from the Honeywell Primus
Epic system found in large business jets
like Gulfstreams. Apex, which shares the
same software architecture as Epic, con-
tributes to the big-airplane feeling of the
Pilatus flight deck. The four 10.4-inch
diagonal active matrix displays and the
flight data presentations look and feel
like the Epic displays in a Gulfstream.
Which is to say they are completely dif-
ferent from the G1000 system.
Fortunately, Pilatus Chief Pilot Peter
Duncan was a patient guide who led me
through Apexs screens and menus as we
flew the aircraft along the Arsenal Two
Departure from Manassas Regional
Airport (KHEF) in Virginia down to
Culpeper Regional Airport (KCJR),
where we did an RNAV approach with a
miss before heading back to Manassas.
Most of the time, we controlled the
Apex using a new track ball arrange-
ment, or Cursor Control Device, that
sits under a hand rest on the center con-
sole between the pilots. The track ball
was added to the Apex cockpit in Janu-
ary and seemed a huge improvement
over the joystick, which is still present
as a backup on the keyboard that sits
above the throttle panel. With my right
palm resting solidly on the hand rest,
it was easy to roll the track ball and
manipulate its scroll wheel and buttons
with my fingers, controlling everything
from radio frequencies to flight plan
information.
The system is very integrated,
Duncan said. From the pilots perspec-
tive, this is about as easy as it gets. ...
We want to minimize the pilots head-
down time and maximize his situational
awareness.
There wasnt much turbulence during
our flight, but I felt the track ball would
be easy to use in rough air, as opposed
to the joystick. The track ball can be ret-
rofitted to older Apex cockpits, some-
thing I would want if I owned an NG.
As Duncan pointed out, the philoso-
phy behind the Apex system and the
way it is organized are completely dif-
ferent than Garmins philosophy behind
the G1000. For pilots, thats not a bad
thing or a good thing, just the way it is.
Its sort of like PC versus Mac. Each
does the job, but also has its adherents
and detractors. If pilots respect the
differences of each system and get the
proper training, any of these systems
offer a level of safety and convenience
unimaginable even 10 years ago.
There are some excellent features to
the Apex, not the least of which is the
ability to create custom flight plans with
user-generated waypoints by pointing
and clicking with the track ball. Using
this feature, a pilot could draw a path
around bad weather or restricted air-
space and then monitor the autopilot as
it carries out its orders.
Honeywell Apex, the first integrated
cockpit system for the PC-12, has been
around since the NG model appeared in
2008. The joint effort between avionics
and airframe manufacturers used the
Epic system as a point of departure and
then tailored it exactly to the Pilatus and
its Pratt & Whitney PT6A-67P turbo-
prop with an emphasis on single-pilot
operations.
As of May, there were 192 PC-12s
with Apex, which is available only on
NG aircraft. It cannot be retrofitted
to older models. Overall, 1,000 PC-12s
have been delivered since the program
began in 1994.
Apex is aimed at the turboprop and
light jet markets and was selected for
the new DHC-6 Series 400 Twin Otter
manufactured by Viking Air, of Victo-
ria, B.C., Canada.
At the Farnborough Airshow in July,
Viking announced Transport Canada
type certification of the substantially
improved 19-passenger twin turboprop,
a program announced in 2007. Also at
Farnborough, Honeywell announced
FAA Technical Standard Order approv-
al of the Primus Apex avionics suite on
the aircraft. Ron Laurenzo
Improved PC-12NG, certified in 2008
Photo courtesy Pilatus
T display arrangement of
Apex cockpit in PC-12NG,
with primary flight displays
in front of the pilot seats
and multifunction displays
stacked in the center
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www.avtoday.com/ av
October 2010
Systems Engineering 2020
Business Aviation Outlook
Displays
Thinking in-flight connectivity?
+1 800 600 9759 (North America)
+1 613 591 1043 (Worldwide)
stayconnected@emsaviation.com
EMS SATCOM, Sky Connect and Formation have joined together to
provide you with a full range of connectivity solutions.
EMS Aviation makes staying in touch while airborne simple.
Our systems enable cost effective voice, email, Internet
and entertainment and the solutions come from
the leader in aero connectivity.
To learn more, visit www.emsaviation.com
Think EMS.
ing Falcon 900B, Hawker 800XP and
Challenger 601 models. The company
said it expects follow-on certifications for
other FMZ-2000 platforms, including
Bombardier Global Express, Gulfstream
G-IV and G-V, Falcon 900EX, Citation
X and Embraer Legacy 600/650 aircraft.
JetMap III
Honeywell introduced JetMap III, a
moving map upgrade providing real-
time flight data and data services for
passengers. The system provides world-
wide 3D perspective views of terrain,
ocean topography, enhanced graphics
and polar ice views.
With JetMap III, we are not only
improving the overall passenger experi-
ence, but with the addition of new Ova-
tion C-Series cabin management and
in-flight entertainment upgrades such
as touch-screen passenger control units,
Blu-ray video, high definition moni-
tors and iPod docks, we can refresh the
cabin as an interim step before a more
costly complete interior refurbishment
is done, said Brian Sill, vice president,
Aftermarket, Honeywell Aerospace.
The first installation of JetMap III
was completed in August on Honey-
wells Falcon 900 business jet.
Current users of JetMap II can
upgrade to JetMap III by replacing the
removable compact flash memory card,
Honeywell said.
Phenom SVS
Embraer on Aug. 11 said the Garmin syn-
thetic vision system (SVS) for its Phenom
100 light jet has been approved by Brazil-
ian, U.S. and European regulators.
The Synthetic Vision Technology
(SVT) system, a feature of the aircrafts
Prodigy flight deck based on the Garmin
G1000 integrated avionics suite, recreates
a visual topographic landscape from the
systems terrain-alerting database.
SVT certification was achieved with
the Brazilian National Civil Aviation
Agency, FAA and European Aviation
Safety Agency (EASA). Embraer said
SVT approval for the Phenom 300 super
light jet was pending.
COMMERCIAL
Trajectory Operations
A consortium of industry partners led by
Swedish Air Navigation Service Provider
LFV, and including Rockwell Collins
and GE Aviation, is participating in a
10-month trial called Green Connections,
under the Atlantic Interoperability Initia-
tive to Reduce Emissions (AIRE).
The trial, involving revenue flights
between Stockholm Arlanda and Goth-
enburg Landvetter airports, represents a
continuation of work done by the part-
ners to develop initial concepts that will
be applied to Green Connections.
GE Aviation will provide the flight
management system to predict optimum
flight paths. The FMS is used for con-
trolled time of arrivals, enabling aircraft
to fly optimum required navigation per-
formance (RNP) routes developed by
GEs Naverus business.
Rockwell Collins will provide con-
nectivity services to allow exchange of
FMS-generated trajectory and time
information between the participating
aircraft movements and the ground-based
metering functions. Rockwell Collins
Hermes data link functionality at the SAS
Scandinavian Airlines data link center in
Copenhagen will perform all data trans-
actions between the aircraft, the SAS
ground data link functions and the LFV
air-traffic control center.
Rockwell Collins also is responsible
for analyzing the effects of winds aloft,
air-traffic control constraints, revisions in
the trajectory, cost index, and other fac-
tors on movement trajectory and time.
The project will demonstrate technol-
ogy and processes required to perform
time-based, gate-to-gate operations.
Within the Single European Sky ATM
Research Program (SESAR), the tech-
nique is referred to as reference business
trajectory based operations.
Wireless Connection
Thales announced an agreement with
CSC and Proximetry Inc., of San Diego,
focused on delivering high performance
wireless ground connectivity for airlines
and airport authorities.
Called GateSync, the system enables
airlines to wirelessly load and offload con-
tent and data, such as the passenger mani-
fest, crew logs and system performance
data, while the aircraft is on the ground.
At the core of the system is Proxi-
metrys patented AirSync/GS wireless
management software. The ground-based
infrastructure relies on CSCs existing
private backbone network for the deploy-
ment and management of data at airports
around the world.
On the aircraft, Thales provides Gate-
Sync components and integrates data
with its TopSeries in-flight entertainment
(IFE) system. As of July, GateSync had
been field tested at three major airports
and verified by a major equipment manu-
facturer and several airlines, Thales said.
Our goal is to bring our IFE end-
to-end solution to the next level, helping
airlines manage information that impacts
ground personnel, crew and the pas-
senger experience, said Alan Pellegrini,
vice president and general manager of
Thaless IFE business.
Surface Management
Metron Aviation, based in Dulles, Va.,
released Harmony for Airlines, a web-
based, decision support application for
managing aircraft movement on the
airport surface. The application pro-
vides real-time modeling, predictions,
reporting and analysis, allowing aircraft
operators to view current and future
conditions to optimize performance at
the airport and throughout their entire
network, Metron said.
Metron described the product as the
industrys first Air Traffic Flow Manage-
ment (ATFM) solution for airlines.
For the first time, airlines can predict
future congestion events, such as gate
conflicts, to optimize pushback times,
reduce surface gridlock and improve
operations, said Dave Basil, Metron
Aviation senior vice president and gen-
eral manager of Commercial Products
and Solutions.
Harmony for Airlines is an impor-
tant addition to our existing suite
of ATFM products and specifically
addresses the issues of airline operators
to fully maximize capacity, reduce delays,
increase safety and help prioritize opera-
tions to achieve business objectives.
Funding Round
In-flight Internet system provider Row
44, of Westlake Village, Calif., said it
closed a new funding round, raising $37
million in new equity investment to sup-
port deployment of the system on South-
west Airlines 737s.
This investment gives Row 44 the
operating capital to continue executing
on our North American launch with the
Southwest Airlines fleet and our aggres-
sive network build-out, enabling us to
support airline customers across the
globe, said CEO John Guidon.
The Series B funding round includes
participation by two new institutional
investors along with PAR Capital Man-
agement, which led Row 44s $21 million
Series A round.
Additional investment came from
former Continental Airlines chairman
and CEO Larry Kellner, now president of
Emerald Creek Group. Kellner joined the
Row 44 board earlier this year.
MILITARY
Tranche 3A Typhoon
Selex Galileo was awarded a contract
from BAE Systems worth 400 million
($615 million) to supply the Praetorian
Defensive Aids Sub System (DASS) for
the Tranche 3A Eurofighter Typhoon.
Under the contract, announced Sept.
6, Tranche 3A Praetorian systems will be
delivered to the same standard as those
delivered for the Eurofighter Tranche 2
program, but provisioned for future capa-
bility enhancements.
Selex Galileo serves as lead contrac-
tor and system Design Authority for the
Praetorian DASS, comprising electronic
countermeasures, electronic support mea-
sures and missile approach warning ele-
ments. The Finmeccanica company leads
the EuroDASS Consortium, including
Elettronica, Indra Sistemas and EADS,
which shares production of more than 20
major line replaceable items of Praeto-
rian system.
Selex Galileo said it has delivered
more than 200 Praetorian systems to date.
The company said it has more than a 60
percent share of avionics on the Typhoon.
This contract award represents a sig-
nificant achievement for the EuroDASS
consortium and reflects the confidence
that the partner nations and Typhoon
crews place in the Praetorian system,
industry scan
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said Selex Galileo CEO Steve Mogford.
First Tranche 3A Praetorian deliveries
will begin in mid-2012. Systems will be
supplied to the four Eurofighter partner
nations the United Kingdom, Italy,
Spain and Germany.
In an earlier announcement, Northrop
Grumman in August said it will supply
88 inertial measurement units (IMU) for
Tranche 3A Typhoons under a contract
signed with EADS Defense and Security.
The IMUs, which provide motion
data for the aircraft, will be built by the
companys German navigation systems
subsidiary, Northrop Grumman LITEF,
which also provided IMUs for Tranche 1
and Tranche 2 of the program. More than
400 LITEF IMUs have been delivered
and are operational on Typhoons in Ger-
many, Spain, Italy, the United Kingdom,
Austria and Saudi Arabia.
Northrop Grummans IMU has
consistently demonstrated outstanding
performance in flight, said Norbert
Sandner, director of marketing and sales
with Northrop Grumman LITEF.
C-130 AMP HUD
Boeing in August said its C-130 Avionics
Modernization Program (AMP) Head-
Up Display (HUD) and Head-Down
Primary Flight Display (HDPFD) were
endorsed by the U.S. Air Force Director-
ate of Operations as the aircrafts primary
flight reference, following four years of
design reviews, lab evaluations and dem-
onstrations.
Rockwell Collins is supplying the
HUD and multifunction displays to Boe-
ing, as well as communications and navi-
gation equipment, for the C-130 AMP
program.
This endorsement means C-130
AMP pilots can now use the HUD as
their sole primary flight reference, allow-
ing them to use their head-down displays
for other data, said Mahesh Reddy, Boe-
ing C-130 AMP program manager.
We involved the Air Force customer
from the beginning of the design reviews.
This allowed them to ask questions along
the way, become familiar with the prod-
uct and make all necessary adjustments
L-3 Records First International Sale Of AHMD
L-3 Link Simulation & Training, Arlington, Texas, in September announced the rst interna-
tional sale of its Advanced Helmet Mounted Display (AHMD), to Raytheon Australia in support
of the Royal Australian Air Force (RAAF) Hornet Aircrew Training System.
The AHMDs, with a 360-degree eld of regard, will support pilot training on the RAAFs
three F/A-18 Tactical Readiness Trainers, replacing current xed eld-of-view at panel dis-
plays. They will be delivered to two RAAF installations during the third quarter of 2011.
The Royal Australian Air Forces low-cost F/A-18 Tactical Readiness Trainers will receive
a signicant increase in training capability when the Advanced Helmet Mounted Displays are
elded, said Bob Birmingham, president of L-3 Link.
This increased training delity will completely immerse aircrews within a realistic virtual
environment, while maintaining the F/A-18 Tactical Readiness Trainers small footprint.
Australia will use the Advanced Helmet Mounted Display (AHMD) system
from L-3 Link Simulation & Training for its Hornet Aircrew Training System.
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to the HUD design.
The C-130 AMP was approved for
low-rate initial production (LRIP) on
June 19. Boeing will upgrade five of the
20 LRIP aircraft.
BAE Systems Purchase
BAE Systems said Sept. 7 it had entered
into a definitive agreement to acquire
OASYS Technology, of Manchester,
N.H., a privately owned company special-
izing in the design and manufacture of
electro-optical systems and subassemblies
for aerospace, defense and other markets.
The acquisition was expected to close
in the fourth quarter. OASYS Technology
employs 65 people at its 40,000-square-
foot design and manufacturing facility in
Manchester. Its operations are expected
to be integrated with the BAE Systems
business based in Nashua, N.H.
OASYS Technologys talented work-
force and technologies will enhance BAE
Systems ability to serve its customers as a
leader in day/night surveillance and target-
ing systems as well as precision guidance,
said Bob Murphy, BAE Systems executive
vice president of product sectors.
Strategic Alliance
TTTech North America, a subsidiary of
Austria-based TTTech, formed a long-
term strategic alliance with Avionics
Interface Technologies (AIT) to add local
support for North American customers.
AIT formerly was AIM-USA, the U.S.
partner of AIM GmbH of Germany.
That partnership was set to expire at the
end of September, according to AIM
GmbH. AIM GmbH recently launched a
new U.S. enterprise, based in Philadelphia
and headed by Bill Wargo.
AIT, based in Omaha, Neb., will
remain an independent company. AIT
provides a suite of test and simulation
products for avionics bus applications,
including Mil-Std-1553, ARINC 429,
ARINC 615A, Fibre Channel and Mil-
Std-1760e. With support from TTTech,
ARINC 664/AFDX, Time-Triggered
Ethernet (TTEthernet) and Time-Trig-
gered Protocol (TTP) will be added to
AITs portfolio.
We are pleased to have partnered
with an experienced company like
TTTech, who have a mature capability
in product design to full flight certifica-
tions and AS9100 aerospace quality stan-
dards, said AIT President Bill Fleissner.
TTTechs products in TTP, TTEthernet
and ARINC 664/AFDX round out our
product portfolio, specifically supporting
emerging technologies for the future.
UNMANNED SYSTEMS
Integrator Flight Control
Rockwell Collins will provide the flight
control and navigation systems for the
Small Tactical Unmanned Air System
(STUAS) Tier II program.
Boeing subsidiary Insitu, of Bingen,
Wash., in July was awarded the STUAS/
Tier II contract from the Naval Air
Systems Command for its Integrator
unmanned aircraft system (UAS). The
Integrator uses Rockwell Collins Athena
111m, a miniaturized flight control sys-
tem combining integrated INS/GPS, air-
data sensors and control algorithms.
Under the STUAS/Tier II program,
Rockwell Collins will work with Insitu
during a two-year engineering and manu-
facturing development phase to mature
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global voice and Datalink services, you never have to risk losing contact with your valuable asset and fight crew. Not only do our
multi-channel systems support all Datalink Services: ACARS, FANS 1/A messaging and CPDLC, they provide connections to medical
diagnostic equipment, POS credit card readers and other cabin services. Whats more, ICG devices meet all industry standards, so
youre ready for whatever the future brings.
To fnd out more, visit www.icg.aero or call +1 757 947 1030.
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the UAS design to meet the STUAS
requirements.
We are pleased to be working closely
with Insitu on this important program,
said David Vos, Rockwell Collins senior
director of UAS and Control Technology.
Rockwell Collins role in the STUAS
contract validates the reliability and per-
formance of our Athena flight control
and navigation systems.
T-Hawk Order
Honeywell will provide its T-Hawk micro
air vehicle (MAV) system, training and
logistics support under an $11 million con-
tract for low-rate initial production of the
U.S. Army Brigade Combat Team Mod-
ernization (BCTM) Increment 1 program.
Honeywell supports the Boeing-led
BCTM team. Low-rate initial produc-
tion will enable fielding of the T-Hawk to
the 3rd Brigade Combat Team of the 1st
Armored Division for initial operational
test and evaluation beginning in 2011.
T-Hawk is a 17-pound, vertical lift air
vehicle that can hover and stare, deploy-
ing electro-optical and infrared cameras
for real-time surveillance. Versions of the
MAV have been fielded in Afghanistan
and Iraq with the U.S. Army and Navy,
and are on order by the U.K. Ministry of
Defense.
The Class I UAV is an essential asset
for identifying improvised explosive
devices and other hazards facing sol-
diers, said Vicki Panhuise, Honeywell
vice president, U.S. defense customers.
It is the only unmanned system with
hovering capability to identify opposing
forces located on roof tops, within build-
ings and along maneuver routes well in
advance of the Army unit.
Surveillance Processor
BAE Systems was awarded a $49.9 mil-
lion contract from the Defense Advanced
Research Projects Agency (DARPA)
to develop the advanced processor for
the agencys night-time infrared system,
called Autonomous Real-time Ground
Ubiquitous Surveillance-Infrared
(ARGUS-IR).
ARGUS-IR provides real-time,
high-resolution, nighttime video surveil-
lance capability for U.S. combat forces
for detecting, locating, tracking and
monitoring events on battlefields and in
urban settings. The system is being devel-
oped for compatibility with a variety of
unmanned aerial systems.
BAE Systems Electronic Solu-
tions Sector, based in Nashua, N.H., is
responsible for the design, development,
manufacture and test of the ARGUS-IR
Airborne Processing Subsystem (APS).
The company also will integrate a high-
resolution infrared sensor subsystem over
the course of the 32-month, eight-phase
DARPA project.
The APS will process and store the
imagery provided by the infrared sen-
sor and downlink a minimum of 256
independent 640X480 video streams over
a data link with a maximum effective
bit rate of 200 Mbits per second. BAE
Systems is scheduled to conduct the first
flight test of the system by the second
quarter of 2012.
ARGUS-IR further expands military
capability by providing 24-hour, day-
night reconnaissance and surveillance
capabilities over a much wider area than
previously possible, said John Anto-
niades, BAE Systems ARGUS program
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manager and director of ISR technology.
Following the successful development of
the daytime version of ARGUS, the new
APS establishes appreciably expanded
capability, and will be designed for use
with a number of possible platforms.
The first flight tests of ARGUS-IRs
predecessor, ARGUS-IS, concluded last
October on a U.S. Army Black Hawk.
CONTRACTS
Ducommun Inc., of Carson, Calif., in
June said its Ducommun Technologies,
Inc. (DTI) subsidiary has been awarded
a contract from Boeing to deliver Next-
Generation 737 engine start switches. The
rotary switches, which are being designed
and qualified by DTIs Human Machine
Interface product group, will support all
737 models in production as well as classic
platforms, beginning in 2011.
Cobham was awarded a $46 mil-
lion contract from the U.S. Navy to
manufacture the AN/ALQ-99 Low Band
Transmitter-Antenna Group for Navy
and Marine Corps EA-6B and E/A-18G
Growler electronic warfare aircraft. The
new contract continues funding for a
third full-rate production lot. With the
award, 217 of 292 required transmit-
ters were ordered. The AN/ALQ-99
Low Band Transmitter-Antenna Group,
developed by Cobham Sensor Systems,
has been in production since 2005.
Brazils GOL Airlines selected Rock-
well Collins to provide the CMU-900
Communications Management Unit
(CMU) for its fleet of Boeing 737NGs.
The aircraft also will be equipped with
Rockwell Collins GLU-925 Multi Mode
Receiver (MMR). The CMU-900 will be
certified in January 2011 for the Euro-
pean Link 2000+ Protected Mode ATN
CPDLC mandate which begins in Janu-
ary 2011. It was the first communications
management unit to participate in the
European Link 2000+ Controller to Pilot
Datalink Communications (CPDLC) tri-
als, which validated the use of advanced
digital communications for Air Traffic
Control communications. The GLU-925
is the first MMR certified for precision
landing using either Global Navigation
Satellite System or Instrument Landing
Systems, according to Rockwell Collins.
Honeywell announced contracts related
to its IntuVue weather radar system at
the Singapore Air Show in February. The
company finalized a 10-year maintenance
agreement with Singapore Airlines for its
fleet of 19 Boeing 777-300ERs equipped
with IntuVue. And PT Lion Mentari Air-
lines, operating as Lion Air, extended an
avionics selection for 78 additional Boeing
737NGs, completing its fleet of 178 air-
craft equipped with Honeywell avionics,
including IntuVue radar.
InterSense, of Billerica, Mass.,
received additional funding from NASA
for the continued development and test-
ing of an inertial-optical head tracking
system for commercial pilots. InterSense
is developing a miniaturized inertial-
optical tracker prototype integrated into
a head-mounted display for airline and
business jet pilots. In the next phase,
InterSense will flight-test the system to
assess its functionality and performance.
Rockwell Collins Venue cabin manage-
ment system was selected for Nextant
Aerospaces BeechJet 400NEXT offering.
The agreement, initially for 30 Venue
shipsets, represents the first aftermarket
availability of Venue, Rockwell Collins
said. The BeechJet 400NEXT is a retrofit
system offered by Nextant Aerospace,
based in Cleveland, for BeechJet 400A/
XPs. The first Venue-equipped aircraft
was scheduled for delivery in February.
Era a.s., based in Fairfax, Va., said
Sept. 10 it will provide a nationwide
Wide Area Multilateration (WAM) sys-
tem for the Republic of Tajikistan. The
system will be deployed in three phases.
The first phase includes WAM surveil-
lance for the northern portion of the
country and will provide air-traffic con-
trollers with situation awareness of en
route traffic in the Khujand portion of
the Dushanbe flight information region
as well as approach surveillance for the
Khujand International Airport. The
second and third phases will include sur-
veillance for the south and central areas
of the nation and surveillance for the
eastern portion, respectively.
Russian aviation authorities selected
surface surveillance equipment from Era
a.s. for Moscows Domodedovo Interna-
tional Airport. The selected equipment
includes Eras MSS multilateration and
ADS-B system, as well as 150 Squid
vehicle tracking units, integrated into an
advanced surface movement guidance
industry scan
and control system.
Thales signed a six-year agreement
with Hainan Airlines of China for the
support of the carriers Airbus A340-600
fleet. Within the scope of the Avionics-
By-The-Hour contract, Thales will
maintain specific components under a
single package, including provision and
storage of on-site components located at
the airlines main base in Haikou, access
to a pool of spare parts and component
repair on a flight-hour basis.
Carlisle Interconnect Technologies,
based in St. Augustine, Fla., in January
signed two long-term supply agreements
with Airbus. Under the first agreement,
Carlisle will supply airframe wire and
cable. Deliveries were to begin in March.
The second agreement calls for ECS,
which was acquired by Carlisle Intercon-
nect Technologies in October 2009, to
supply ARINC 600 trays for all Airbus
aircraft.
Panasonic Avionics Corp., of Lake For-
est, Calif., announced March 29 a stra-
tegic agreement with Deutsche Telekom
designating Deutsche Telekom and its
T-Mobile brand as the preferred wireless
Internet service provider for Panasonics
in-flight Global Communications Suite,
which provides broadband Internet, data
and voice communication services to pas-
sengers and crew, using a GSM or Wi-Fi
enabled device. Deutsche Telekom will
manage the Internet gateway and handle
passenger billing and customer support
for Wi-Fi services, and provide marketing
and promotional support.
L2 Consulting Services, of Dripping
Springs, Texas, was awarded an FAA sup-
plemental type certificate for the installa-
tion of a DAC International Class 3 elec-
tronic flight bag (EFB) on the Boeing 777.
The system was installed for ARINC on
a Cathay Pacific Airways B777 in Hong
Kong, L2 Consulting said.
Jade Cargo International of China
signed a contract to equip its cockpit
crews with Lufthansa Systems Lido/
RouteManual. The airline was to imple-
ment navigation charts by this summer;
the electronic version of the charts, Lido/
eRouteManual, was to be introduced
later.
Behlman Electronics, based in Haup-
pauge, N.Y., received a follow-on order
from the U.S. Air Force to provide its
COTS DCMA power supplies for the
RC-135 Rivet Joint all-weather surveil-
lance aircraft. Behlman said deliveries of
its DCMA COTS power supplies, valued
in excess of $530,000, are expected to
continue on a scheduled basis through
the second quarter 2011.
Data Device Corp., of Bohemia, N.Y.,
was selected by NASA to supply Mil-
Std-1553 PCI-Express cards for NASAs
System Integration and Software Develop-
ment Labs to support the Ares-1 Launch
Vehicle. Ares-1 is the crew launch vehicle
being developed by NASA as a compo-
nent of the Constellation Program.
Air Navigation Service Providers in
Norway and Denmark renewed their
service agreements with ARINC for Data
Link Air Traffic Control applications,
the companies announced in September.
ARINC provides delivery of Digital Auto-
matic Terminal Information Service and
Departure Clearance services.
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Mike Neder
Avionics & Systems Integration Group,
of Little Rock, Ark., named Mike Neder
director, Business Development.
Before joining ASIG, Neder spent 24
years with DAC International as direc-
tor, Airline Sales. Prior to joining DAC,
he was director, Marketing and Product
Support, for Tracor Aerospaces Com-
mercial Avionics Division.
Before beginning his career with
Tracor, Neder spent eight years as an officer in the U.S. Marine
Corps. He served as a bombardier/navigator in the A-6 Intrud-
er, including a one-year tour in Southeast Asia, where he was
awarded the Air Medal.
Christopher Jones
Northrop Grumman named Christopher T. Jones sector vice
president and general manager of its Technical Services sectors
Integrated Logistics and Modernization Division (ILMD).
Jones most recently served as the director, product support
and international programs, airborne early warning and battle
management command and control for the Northrop Grum-
man Aerospace Systems sector, responsible for all domestic E-2
Hawkeye support and international E-2 programs.
Gene Fraser
Gene Fraser, sector vice president of engineering for Northrop
Grummans Aerospace Systems sector and the corporations
lead executive for unmanned systems, has been named to the
Association of Unmanned Vehicles Systems International
(AUVSI) board of directors.
Jean-Michel Clairis-Gauthier
ACSS, an L-3 Communications and Thales company based in
Phoenix, appointed Jean-Michel Clairis-Gauthier vice presi-
dent of its Customer Group. In his new role, Clairis-Gauthier
will be responsible for sales, marketing and customer service.
Clairis-Gauthier joins ACSS from Thales Avionics. He start-
ed at Thales in 1996 and has spent his career in the commercial
aviation sector. Over the past 14 years, he has held management
positions in airline marketing and sales, with assignments in
Paris and Toulouse, France, as well as Miami and Edison, N.J.
Gulfstream Appointments
Gulfstream Aerospace, Savannah, Ga.,
promoted Shannon Taylor Iwanski to
director, Initial Phase Procurement.
Iwanski was senior manager of
Advanced Procurement for the Gulf-
stream G650 program. Before that, she
was senior manager, G450/G550 Power
plant, Avionics and Major Structures.
Before joining Gulfstream in 1997,
Iwanski worked as a sales and marketing
representative at New Sulzer Diesel in Savannah.
Shannon Iwanski
Mike Neder
Gulfstream also named Roger Sperry regional senior vice
president, International Sales. Sperry previously served as divi-
sion vice president for Gulfstreams South America and Far East
territories. He started in aircraft sales with Cessna in 1973.
Tarek Ragheb was promoted to regional senior vice presi-
dent, International Sales. Ragheb has served for 16 years as
Gulfstreams division vice president for Europe, Africa and the
Middle East. Previously, he was vice president, GE Aerospace,
for the Middle East and Africa, then president, Martin Marietta
International, Middle East region. He also was a U.S. Air Force
intelligence analyst and a political-military attach at the U.S.
embassy in Riyadh, Saudi Arabia.
Also, Gulfstream named Randy Brown to vice president and
general manager of its Mexicali site, which makes wiring har-
nesses, sheet metal components, sub-assemblies and machined
parts used in manufacturing. Brown had been senior manager
of production operations since 2006. Prior to Gulfstream, he
worked for Plug Power and GE Electric Power Systems.
Marion Van Fosson
EMS Defense and Space named Marion Van Fosson vice
president and general manager. Most recently, Van Fosson led
the Military Vehicle Systems business unit for BAE Systems.
Prior to BAE, Van Fosson held senior leadership positions with
Northrop Grummans Electro-Optical Systems business unit,
culminating in his position as the division president. He served
as program manager for Future Combat Systems for the U.S.
Army and the Defense Advanced Research Projects Agency.
Steve Fleeman
West Star Aviation named Steve Flee-
man accessory sales manager, to be
based at the companys Grand Junction,
Colo., facility. Fleeman will be responsi-
ble for expanding West Stars accessory
program to additional operators.
Prior to joining West Star, Fleeman
worked for Midcoast Aviation, starting
as an aircraft welder and machinist, and
more recently in sales.
ICG Promotions
International Communications Group (ICG), of Newport
News, Va., promoted individuals in its Customer Service and
Product Support organization.
Darren Emery was promoted to director, Customer Service
and Product Support. Emery, who joined ICG in 2003, most
recently was manager, Customer Service & Support.
Josh Grippo was named technical support manager. Grippo,
who joined ICG in 2007, also has experience working on tele-
phony devices and performing installations and has received
Flight Line Maintenance training from Rockwell Collins.
Quenton Ingram has been named Senior Technical Support
Engineer. Ingram is a veteran of the U.S. Navy, serving for nine
years as a communications watch officer. He joined ICG in 2007
as a technical support engineer.
Steve Fleeman
calendar
October
3-7 Digital Avionics Systems Conference, Hilton Salt Lake City Center, Salt
Lake City, Utah. Visit www.dasconline.org.
13 Business Jet Connections: In-Flight Connectivity Services and Solu-
tions for Business Aircraft, an Avionics Magazine Webinar, Noon EST. For
information, visit www.aviationtoday.com/webinars/2010-1013.html
19-21 National Business Aviation Association (NBAA) 63rd Annual Meet-
ing & Convention, Georgia World Congress Center, Atlanta. Contact NBAA,
phone 202-783-9000 or visit www.nbaa.org.
24-27 Air Traffic Control Association (ATCA) Annual Conference and
Exposition, Gaylord National Hotel and Convention Center, National Harbor,
Md. Contact ATCA, phone 703-299-2430 or visit www.atca.org.
25-27 Association of the United States Army Annual Meeting & Exposi-
tion (AUSA), Walter E. Washington Convention Center, Washington, D.C.
Contact AUSA, phone 703-841-4300 or visit www.ausa.org.
31-Nov. 3 MILCOM 2010, San Jose Convention Center, San Jose, Calif.
Visit www.milcom.org.
November
11-13 Aircraft Owner and Pilots Association (AOPA) Aviation Summit,
Long Beach Convention Center and Long Beach Airport, Long Beach, Calif.
Contact AOPA, phone 800-872-2672 or visit www.aopa.org.
11-12 Joint AEEC EFB Users Forum and International Air Transport
Association (IATA) EFB Task Force Meeting. Eurocontrol headquarters,
Brussels, Belgium. For information, visit www.aviation-ia.com/events or call
410-266-4113.
2011
January
1819 Asian Business Aviation Conference & Exhibition (ABACE), Asia-
World Expo/Hong Kong Business Aviation Center, Hong Kong. Visit
www.abace.aero/2011.
March
5-8 Heli-Expo 2011, Orange County Convention Center, Orlando, Fla. Con-
tact Helicopter Association International, phone 703-683-4646 or visit www.
heliexpo.com.
8-10 ATC Global 2011 Amsterdam RAI Center, Amsterdam, The Nether-
lands. For more information, visit www.atcevents.com.
April
5-7 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany. For infor-
mation, phone +44 (0)208 271 2174 or visit www.aircraftinteriorsexpo.com.
11-14 Navy League Sea-Air-Space Exposition, Gaylord National Resort &
Convention Center, National Harbor, Md. Visit www.seaairspace.org.
17-20 Quad A Annual Convention, Gaylord Opryland Hotel and Convention
Center, Nashville, Tenn. Visit www.quad-a.org.
18-21 AMC/AEEC Joint Meetings, Marriott Downtown, Memphis, Tenn.
Contact ARINC Industry Activities, phone 410-266-2008 or visit
www.aviation-ia.com/amc.
May
2-5 16th Annual International Symposium on Aviation Psychology, Wright
State University and Wright Patterson Air Force Base, Dayton, Ohio. Visit
www.wright.edu/isap.
business/GA
A
irframers and suppliers are
ready for a rebound in global
business aviation next year,
although views differ on the
timing and shape of the indus-
trys recovery. When business does pick
up, larger aircraft and new technology are
expected to boost sales.
The global market is bottoming out
this year, as new business aircraft deliver-
ies in 2010 are expected to fall below the
dismal results of 2009.
Bombardier President and CEO Pierre
Boudin told investors in September that
the Canadian transportation giants sales
and earnings fell in the first half this
year, mainly on the weakness of business
aircraft.
The uncertain economic environment
continues to be reflected in Aerospaces
financial results. However, the group is
starting to see signs of recovery as shown
by the significant reduction in business
aircraft order cancellations, Boudin said.
We still see a global recovery in
2011, said Greg Irmen, Rockwell Col-
lins vice president and general manager
of business and regional systems. Im
seeing the market stabilize, but with a
lot of angst and worry, especially in the
mid-range segment of aircraft. Things
that could slow a market recovery include
weak economic growth in the United
Bottomed Out,
Bouncing Back
While economic uncertainties persist, the global business aviation
sector this year saw the first green shoots of industry recovery
By Ann Keeton
Gulfstream G650 ultra long range business jet made its maiden flight in November 2009. Through Aug. 25, four aircraft in the
flight-test program had completed more than 170 flights and 575 flight-test hours, according to Gulfstream. The G650, fitted with
PlaneView flight deck based on Honeywell Primus Epic avionics, was on schedule to enter service in 2012, the airframer said.
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States and other countries, poor corpo-
rate profits and a tough climate for bank
financing.
A shrinking inventory of used aircraft
is an early indicator of a market on the
mend. Rockwell Collins estimates 15
percent of owned aircraft are up for sale,
compared to 18 percent late last year.
But the number still needs to come
down, Irmen said, adding that, I always
equate this market to the housing market.
In business jets, there was the same kind
of speculation as in housing. Custom-
ers, including corporations and wealthy
individuals, were buying slots for aircraft
yet to be built, expecting demand to keep
prices high, he said.
JP Morgan analyst Joseph Nadol said
there is still a large supply of used jets at
attractive prices. With economic uncer-
tainty weighing on many parts of the
world, renewed demand for new aircraft
could be some time off, which could lead
manufacturers to cut more production
late this year, Nadol wrote.
Gulfstream Aerospace expects to see
a little softness in the second-half order
book, Jay Johnson, chairman and CEO
of parent company General Dynamics
Corp., told investors in a conference call.
Gulfstream accounts for more than one
quarter of the business aircraft market,
measured by dollar value.
Johnson said customer interest in busi-
ness aircraft remains high, with a solid
and sustainable backlog that is two-
thirds represented by large cabin jets and
one-third by midsize jets. The company
reported good growth in its services busi-
ness so far this year, as flying hours are
increasing.
There is some pent-up demand for
new planes, said business aviation consul-
tant Brian Foley, based in Sparta, N.J.
Just as some individual investors
regret having sold their stocks at a market
low, theres likely a degree of remorse
among one-time buyers who canceled
orders prematurely.
Foley sees stronger demand in the
United States this year, as wealthy buy-
ers in Asia recently have snapped up the
most desirable used aircraft. New models
on the market are catching buyers eyes.
They include the Cessna Citation CJ4,
Dassault Falcon 900LX, the Embraer
Legacy 650 unveiled at the National
Business Aviation Association (NBAA)
annual conference and exhibition in 2009
and the Gulfstream G650, expected to
enter service in 2012.
Long-Term Forecasts
Long-term forecasts call for steady, if not
spectacular, increases in business aircraft
sales in the next 20 years.
During the first half of 2010, the
green shoots of industry recovery were
evident, although Europe remains es-
pecially weak, Bombardier said, when it
released its first 20-year industry forecast
at the Farnborough Airshow in July.
The worldwide business jet fleet was
approximately 14,200 aircraft at the end
of 2009, and is expected to grow by a
compound annual growth rate of 3.6 per-
cent, with 26,000 deliveries by 2029, the
manufacturer predicted. The forecast is
based on long-term global GDP growth
of an average of 3.2 percent per year, and
includes aircraft up to 149 seats in size.
Honeywells widely watched industry
forecast last year predicted that the busi-
ness jet market cycle will take years to
recover to the peak delivery year, in 2008,
when 1,139 new aircraft reached custom-
ers. Honeywell will release a new forecast
this month at NBAA in Atlanta.
A year ago, Honeywell said it expected
demand in the next five years to be fairly
evenly balanced across most business jet
segments, with light and light-medium
jets accounting for 24 percent of the mar-
ket; medium and medium-large aircraft
23 percent; and long-range, ultra-long
range and large cabin business jets at 18
percent.
Teal Group analyst Richard Abou-
lafia says the most unusual aspect of
the market now is the unprecedented
bifurcation of market behavior. The top
half of the market jets costing $25
million and above barely felt any pain
last year, with deliveries falling a mere 4.1
percent. The bottom half jets costing
$4 million to $24 million fell by a cata-
strophic 42.8 percent.
Over the next decade, Aboulafia
Embraer Legacy 650, announced at NBAA 2009 in Orlando, is an extended range derivative of the super-midsize Legacy 600.
Equipped with new Honeywell Primus Elite avionics suite and Rolls-Royce AE 3007A2 engines, the 650 can fly 3,800 nautical miles
nonstop with eight passengers. The aircraft was in final development and on schedule to enter service this year, Embraer said.
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expects a permanent shift toward sales of
bigger-ticket aircraft.
Bombardier cited one reason for the
changing sales pattern: the recent shift
in demand toward more international
customers has driven the sales of larger
aircraft, the company stated. Con-
trary to U.S. customers, who generally
enter the business jet market in the light
category and then trade up, many inter-
national customers acquire their first
aircraft within the large category. Cus-
tomers in this category also seem more
willing to pay a premium for additional
comfort and technology than those who
purchase light and medium category
aircraft.
Cessna Aircraft Co., a unit of Tex-
tron, has felt the pain in the lower end
of the market. The company continues
to believe that 2010 will be the trough
year for Citation deliveries, Scott C.
Donnelly, Textron chairman, president
and CEO, told investors during a mid-
year review of the business.
In the second quarter, overall deliver-
ies of all Citations, Cessnas core busi-
ness aircraft model, fell nearly 50 percent
to 43 aircraft, from 84 the previous year.
The company recently cut production of
the smallest member of the family, the
five-seat Citation Mustang, for the sec-
ond half of this year. Cessna hasnt cut
its current outlook for deliveries in the
next four years, but Donnelly said we
think the Mustang is a 70 to 75 unit-per-
year run rate. In the peak year of 2008,
Cessna delivered 467 of the aircraft.
After ceding ground to emerging
global markets, North America has taken
back some market share in business air-
craft sales this year, by most accounts
holding more than half the total market.
Europe, still reeling from Greeces finan-
cial troubles, remains weak.
Near-term, manufacturers expect
strong business aircraft sales in Latin
America, the third-largest market by
installed base behind the United States
and Europe. Brazil continues to be a
bright spot. The Asian market also is
growing, although China and India are
constrained by a lack of smaller airports
favored by business travelers.
Financing for business aircraft is
available around the world, said Greg
Cirillo, a partner specializing in aviation
at Wiley Rein LLP in McLean, Va. But
he said banks are picky, with little appe-
tite for repossessing planes on bad loans.
Last year, aircraft values were fall-
ing, so banks had a hard time putting a
value on the asset, Cirillo said. Earlier
this year, banks were encouraged as air-
craft values stabilized, but lenders remain
cautious. Typically, banks required a 20
percent down payment.
They are also looking carefully at
the customer, Cirillo said. Is it a stable
corporation, or a small company with a
short track record?
Suppliers selling technology upgrades
are finding customers mainly in the after-
market, but they expect sales to aircraft
OEMs to increase as the market gets
back on its feet.
The business aircraft industry, along
with other aviation sectors, is committed
to shrinking its carbon footprint, looking
at everything from fuel-saving engines
to more efficient air-traffic management
tools, to alternative fuels.
Two major trends in the cockpit
include upgrading old CRT displays to
modern LED technology, and adding
new air-traffic management equipment
Fast Tuned
Antennas
HR Smith Group of Companies
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to cut flight times, said Rockwell Col-
lins Irmen. Clayton M. Jones, Rockwell
Collins chairman, president and CEO,
forecasted this summer that the overall
business aircraft market likely will grow
7 percent in the next few years, and the
company expects its sales in the sector to
grow twice that fast, with greater avionics
content on newer models.
In-flight communications provider
Aircell has had success with its in-flight
broadband Internet system, which was
introduced for business jets last year. The
company in August rebranded its offer-
ing for business aviation as Gogo Biz.
Aircell offers the same Gogo technology
for major airlines, using a network of
ground-based cellular towers.
People who own business aircraft
have been asking for the same Gogo ser-
vice they enjoy on commercial flights,
said John Wade, Aircell executive vice
president and general manager.
The rebranding followed news from
fractional ownership company NetJets in
July that it will equip 250 of its midsize
and large-cabin business jets with Aircell
high-speed Internet. Aircell said the Net-
Jets program represents the largest order
for high-speed Internet service in the his-
tory of business aviation. In September,
Flexjet said it will offer Gogo Biz as a
standard feature on its fractional Chal-
lenger 300 and 604/605 fleet.
NetJets may be rolling out in-flight
Internet across its fleet, but cost-cutting
in 2009 led the Berkshire Hathaway unit
to cancel $2.6 billion in aircraft orders
with troubled Hawker Beechcraft, repre-
senting 90 percent of its orders with the
Wichita, Kan.-based manufacturer.
Reporting second-quarter results in
August, Hawker Beechcraft said backlog
had declined from $3.1 billion in March
to $2.4 billion in June, reflecting a $400
million cancellation notice from NetJets.
As a result of this cancellation, it said,
the company no longer has any backlog
with NetJets.
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Q: The SE2020 contract awards, worth
potentially $6.4 billion over 10 years, have
been described as the largest set of awards
in FAAs history. Where does the program
fall in FAAs budget process, and what
level of funding is currently available?
A: Actually, these contracts are not
funded by themselves in the FAA bud-
get cycle. The task orders issued under
SE2020 are funded by the client organiza-
tions seeking the support services offered
by the SE2020 contractor teams. The
SE2020 portfolio of contracts provides
the FAA community with an efficient
contracting vehicle that enables the orga-
nizations to obtain system engineering
and research services.
Also, contracts under SE2020 do not
provide for full-scale development efforts,
such as that currently under way in
ADS-B (Automatic Dependent Surveil-
lance-Broadcast). The SE2020 contracts
have been put in place to provide for early
research, integrated analysis and system
engineering that will support moderniza-
tion decisions. Ultimately, there will be
system modifications that result from the
research and analysis that was conducted
through these vehicles. These upgrades
can involve infrastructure that the FAA
owns or systems that service providers
and/or airframe operators own.
Q: Will the prototyping and demon-
stration activities under SE2020 serve as
the basis for systems acquisitions?
A: Sometimes yes and sometimes no.
You conduct research to determine if
a concept or program is viable techni-
cally and economically and if it should
progress to the next stage, which could be
performing further research, analyzing
alternatives, implementing a process, or
buying a system. Sometimes the results
of the research show that you shouldnt
FAAs SE2020
Supporting NextGen With
Research, Engineering
E
arlier this year, FAA awarded six contracts to industry teams under the Sys-
tems Engineering 2020 (SE2020) program. The SE2020 portfolio of con-
tracts, with an estimated value of about $6.4 billion over 10 years, has been
described as the largest set of awards in FAA history. Overall, the purpose of
SE2020 is to establish a set of competitively awarded contracts to enable FAA
program offices to meet their objectives, including the research and system engineering
required for the Next Generation Air Transportation System (NextGen).
Prime contractors Boeing, ITT Corp,. General Dynamics and Metron Aviation lead
industry teams across the research portfolio; CSSI, Inc. and Booz Allen Hamilton lead
teams in the systems engineering portion of the SE2020 program. About 90 companies
are participating on the vendor teams, including airframers, avionics manufacturers and
system developers and integrators.
The SE2020 program is managed by Elizabeth Soltys, a 20-year FAA veteran who
began her federal career designing air-traffic control facilities to house research and
full-scale development systems. She has represented FAA in managing inter-agency
agreements with NASA and
the Department of Defense in
order to coordinate cross-agency
research portfolios; she managed
a Shared Situational Awareness
initiative to advance net-centric-
ity, then resident within the Joint
Program and Development Office
(JPDO), and as a lead engineer,
awarded large contracts.
Soltys also has private-sector
experience in engineering and
finance. She worked as a structur-
al engineer designing skyscrapers
in Manhattan and was employed
by the former Kidder, Peabody &
Co., in the mergers and acquisi-
tions department. She has a bach-
elors degree in science (applied
mathematics), a five-year engi-
neering degree with emphasis
in structural engineering, and
a masters degree in business
administration (accounting and
finance). In a recent interview,
Avionics Magazine asked Soltys
about the progress of the SE2020
program and its role in NextGen
implementation.
q&a
E l i z a b e t h So l t y s
SE2020 Program Manager Elizabeth Soltys
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buy a specific system and thats OK.
In other words, through the research,
analysis and systems engineering work
done under these contracts, we obtain
the knowledge necessary to effectively
evaluate multiple alternatives. The work
enables the FAA to consider the costs and
benefits associated with each alternative
and make appropriate decisions (e.g.,
what we should buy or implement and
what we should not.)
Q: The indefinite delivery, indefinite
quantity (IDIQ) contract vehicle is
employed within DoD and other agen-
cies. To what extent has FAA used IDIQ
contracts on other programs?
A: FAA has many IDIQ contracts. In
support services, we have used IDIQ con-
tracts. IDIQ contracts can be used under
support services contracts and full-scale
development contracts. It is a contracting
mechanism.
Q: So there are many other examples
of this contract vehicle within FAA?
A: Correct. However, the term IDIQ
can be misleading. In SE2020, indefinite
quantity, indefinite delivery refers to the
contract vehicles awarded to the six prime
vendors. Task orders issued against these
contracts will have a specific duration,
and specific deliverables will be identified
in them. And indefinite quantity refers
to an indefinite number of task orders
since there is no guarantee that there will
be follow-on work (i.e., additional task
orders).
In addition, the SE2020 contract-
ing vehicles differ somewhat in another
aspect. While SE2020 has assembled an
excellent team of vendors, it is possible
that a vendor will have performance
issues. If a vendor is unable to perform
under the portfolio, a substitution can
be made. If this should occur, we do not
need to rewrite contract language and
experience a loss of valuable time on the
project. Before awarding these contracts,
we ensured that more than one vendor
team (in the portfolio of company ven-
dors) had the capability to perform the
tasks described in the statement of work.
This allows us to immediately assign the
work to another vendor and not miss any
of our NextGen milestones.
Q: So any task order would be distrib-
uted within that portfolio?
A: Typically, when you have a mul-
tiple award vehicle, which is what the
SE2020 contracts are, you conduct task
order competitions to determine who
will receive the task order work. We have
contract language that does not necessar-
ily require the FAA to conduct task order
competitions. In fact, we do not plan to
conduct many task order competitions.
The SE2020 contract language allows us
to distribute the work across the vehicle
to the team that is the best fit. We also
can use a continuity of service clause that
allows us to assign the work to a team
that is performing well. For example, if a
team has already built a testbed, we have
the option to go back to that team and
utilize that capability while capitalizing
on the investment we have already made
toward that effort.
And we have a few other noteworthy
elements that allow us to distribute work
equitably among the vendor team primes
versus running a task order competition,
which typically takes a great deal more
time. Conceivably, it could take an orga-
nization another year to compete and
award a task order to a vendor team. In
SE2020, it only takes a matter of weeks
to distribute task orders to the prime ven-
dors on a rational basis.
Q: How will SE2020 complement and
interrelate with other NextGen programs,
such as ADS-B, Data Communications,
Trajectory-Based Operations, Collabora-
tive ATM, System Wide Information
Management (SWIM)?
A: Some programs are further along in
the life cycle; other programs are early in
the life cycle. For example, in trajectory-
based operations, analyses will be per-
formed under the Screening Information
Request (SIR) 2 portfolio that we call
Systems Engineering, since some of the
elements are further along in the life cycle
and are getting ready for final require-
ments and investment analysis decisions.
However, there may also be trajectory-
based operations studies early in the life
cycle that require research, which is part
of the SE2020 Research Portfolio (SIR
1). So trajectory-based operations can fall
potentially in both of our SIRs, systems
engineering as well as research.
ADS-B is being deployed today. How-
ever, like any other system, there will
always be systems engineering enhance-
ments. For instance, a graphical-user
interface that is effective today may be
obsolete eight years from now, and the
related systems engineering analyses and
human factors requirements may come to
the SE2020 contracts. Or perhaps there
will be a new interface required in the
future we could evaluate that interface
within SE2020 as well.
Q: In other words, it wouldnt be some-
thing that would be added to the current
understanding with ITT, for instance, in
rolling out ADS-B?
A: The ADS-B program has already
gone through a JRC (Joint Resources
Council) and has a budget, as well as
deadlines and milestones the program
needs to meet. If there were to be a giant
shift, (not that Im aware of any), the
FAA wouldnt just put the changes on
the ITT contract that provides for the
full scale development of ADS-B. The
modification would have to go through
a normal budget cycle of alternatives
and system engineering analyses, and
then back through the JRC for a budget
request. Any agency that wants to make
significant enhancements to a major sys-
tem acquisition would have to go through
a process that requires a systems engi-
neering analysis before it can modify their
current infrastructure. The additional
analysis may or may not be obtained
through the SE2020 contracts, and may
or may not be awarded to ITT.
Q: When will the first task orders be
issued under SE2020, and on which areas
will they focus?
A: To start, each vendor that received
a contract on SE2020 was issued one
task order for program management.
Since there are six prime contracts within
SE2020, six task orders were initially
Sometimes the results
of the research show
that you shouldnt buy
a specic system ...
Through the research,
analysis and systems
engineering work done
under these contracts,
we obtain the knowledge
necessary to effectively
evaluate multiple
alternatives.
Continued on page 29
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Pg Advertiser Web Address
ad index
35 Aeroflex .............................www.aeroflex.com
17 Aerospace Optics Inc. ......... www.vivisun.com
6 AIM................................. www.aim-online.com
29 Astronautics Corp.
of America ..................www.astronautics.com
12 Aviation Instrument
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36 Ballard Technology .......www.ballardtech.com
9 Carlisle Interconnect
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31 Dayton-Granger ...... www.daytongranger.com
11 EMS Aviation ............... www.emsaviation.com
33 Esterline Power ................www.esterline.com
10 Esterline
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16 Great River
Technology ..............www.greatrivertech.com
25 Holt Integrated Circuits ......... www.holtic.com
5 Honeywell .......................www.honeywell.com
24 HR Smith ........................... www.hr-smith.com
14 International
Communications ........... www.intcomgrp.com
28 Intro Corp. ....................... www.introcorp.com
21 ITT Defense/Antennas .www.antennas.itt.com
15 Luma Technologies .........www.lumatech.com
13 Men Micro ..................... www.menmicro.com
19 Nav-Aids Ltd. ................. www.navaidsltd.com
32 Raycom
Electronics........www.raycomelectronics.com
2 Rockwell Collins ...... www.rockwellcollins.com
20 SEA Wire & Cable ............ www.sea-wire.com
18 Staco Systems......... www.stacosystems.com
7 Vector Informatik ..................www.vector.com
Broad-Based Industry Teams Tackle Air-Ground Integration Challenges
In recent interviews, Avionics Magazine
spoke with representatives of Boeing and ITT
Corp., prime contractors for the two largest
SE2020 contract awards. We wanted to know
what their respective teams will contribute
to the SE2020 effort. Below are excerpts of
what they said.
For the full interviews, visit
www.aviationtoday.com/podcasts and
www.aviationtoday.com/av/videos.
Neil Planzer,
vice president,
Boeing Global
ATM Solutions:
Its important
to understand
that Boeings
contribution is
really trying to
determine the
best way to
move Next-
Gen forward by linking, coordinating and
contributing to the ground and air integration.
When you look at airframes that y the sky
today, you understand that new ones are very
capable, far more capable than the system
currently allows them to be. The FAA wants to
understand what thats going to [mean] and
how that will integrate to the ground. But ad-
ditionally, the NextGen integration will require
mixed eets. So we have lots of airplanes
out there that are going to have to operate
with retrot equipment. Boeing is very good,
as with our partners, at determining the best
way to approach that integration.
John Kefaliotis, vice president, Next
Generation Air Transportation Systems, ITT:
The SIR 1 (Screening Information Request),
of which we are one of three large business
primes the other two being Boeing and
General Dynamics was to bring to the FAA
companies with a full range of capabilities in
engineering, research and development as
applied to the Next Generation Air Transpor-
tation System. Those capabilities are to be
used by the FAA on a task order basis to fully
dene NextGen capabilities to allow them to
be effectively
deployed in the
National Air-
space System.
ITT has
brought a very
broad and highly
capable team.
ITT is the prime
contractor,
leading a team
consisting of,
for example, Raytheon, Northrop Grumman,
Thales, airframers Bombardier and Embraer,
avionics companies Rockwell Collins, ACSS
so we have a team that has a full range of
capabilities for airframe, avionics, ground-
based automation, comm, navigation and
surveillance. We believe the FAA will avail
itself of the services of this broadly capable
team to fully mature next generation capa-
bilities over the next 10 years. Were very
excited to be a prime on SE2020 and were
very excited about the opportunity to partner
with FAA to mature NextGen capabilities.
Neil Planzer
John Kefaliotis
issued. We are in the processing of tran-
sitioning 100 task orders to SE2020 from
contracts that are due to expire at the end
of this fiscal year (Sept. 30). CSSI, Inc.,
the first awardee, received the first of
these task orders, which was for low-cost
ground surveillance pilot engineering and
technical services.
Q: Those task orders come attached
with money, correct?
A: All task orders will have money
attached to them. Each of the six con-
tracts was seeded money for program
management. Any and all additional task
orders will be funded by the customer
organizations that utilize the vehicle.
Q: You specifically mentioned CSSI
having been awarded a task order. Have
the other vendors been issued any pro-
gram-specific task orders?
A: As I mentioned, there are approxi-
mately100 task orders being processed
right now. For each of these, we first
ensured that the tasks orders have deliv-
erables that are well defined. Then each
task order was submitted to an internal
adjudication board that determined if
the task orders belong within the SE2020
portfolio, and if so, whether the tasks
are research or system engineering work,
and which vendor team should receive
the work. Some of these adjudicated task
orders have been awarded; the others are
being reviewed by the FAAs legal and
contracts department.
Starting in August, the vendor teams
received draft copies of the task orders
adjudicated to their companies in order
to ensure that there is no lag in service
while transitioning from the existing
contract vehicles to the new vehicles. Of
course, we need legal and contracts to
officially award these task orders, so these
drafts are preliminary and without a for-
mal binding signature.
Q: How important is SE2020 to
accomplishing the NextGen vision in 10
years?
A: The scope and complexity of Next-
Gen are all-encompassing, and SE2020
was specifically designed to ensure that
vendor teams provide the approximately
25 core capabilities that are needed to
accomplish NextGens mission. With this
in mind, SE2020 required all the vendor
teams to possess the full magnitude of
capabilities communications, naviga-
tion and surveillance, air traffic manage-
ment automation capability, unmanned
aerial systems, avionics, airframe,
simulators, ground-based simulators for
rotorcraft as well as large airframes, and
human factors. Each prime vendor had
to show that its team possesses the full
complement and array of aviation exper-
tise to support any and all of these core
capabilities.
With this pooling of highly techni-
cal engineering talent alone, SE2020
has made a significant contribution to
NextGen. We have gathered in one place
a fantastic cross-section of the aviation
community and have put processes in
place that allow agency customers to
obligate their funds, issue task orders and
quickly access this pool of exceptional
systems engineering talent. We think
that, for research and system engineer-
ing requirements, SE2020 will definitely
provide our agency with the ability to
successfully accomplish many elements of
NextGen.
Continued from page 27
military avionics
I
ts getting increasingly rare for aero-
space technology to drive other mar-
kets. Its usually the other way around
a technology developed and proven
in the commercial, retail market, for
example, eventually works its way to aero-
space, where its ruggedized for flight.
Thats still the way it is, for the most
part, in aviation displays, but there have
been some recent instances where aero-
space technology has flowed the other way,
toward markets such as ground vehicles,
maritime vessels and even commercial
electronics.
Apples highly successful iPad, for
example, employs stabilization and view-
ing technology developed by Honeywell
Aerospace. Take the back cover off an
iPad and youll see that some of the hard-
ware is stamped Honeywell, according
to Chad Cundiff, vice president of crew
interface products for Honeywell.
Touchscreen technology is another area
where aerospace ingenuity is influencing
other markets.
Weve been working on our lamina-
tion technology for a long time and per-
fecting that for the avionics market. What
weve found is that were able to hit the
price points required for ground vehicles,
for luxury marine and other maritime
applications, and have had a very success-
ful start in penetrating those markets, said
Rob McKillip, senior director of the Head
Down Display Center at Rockwell Collins.
The market has found that over time
they need some of the ruggedness and
sunlight readability that we provide to the
avionics market, he added.
Touchscreens have been around for
years, but industry observers acknowledge
that it is clearly the success of Apples
touch products such as the iPhone and
iPod that has pushed aerospace in that
direction. Most carry on, hand-held GPS
units for general aviation, such as Honey-
wells AV8OR, use touchscreens to access
electronic charts and other functions.
We see a lot of interest around touch-
screens, said Cundiff. Part of it is due to
Apple give credit where credit is due.
Consumers are getting used to the Apple
interfaces. Years ago, people didnt think
they needed it and were concerned about
smearing. Were seeing a lot of interest
in applying this to aircraft cockpits (for
installed systems as well as carry-ons), so
were doing a lot of work in that area. In
coming years youll see some products
come out in that area.
So what are the challenges associated
with greater penetration of touchscreens
in aviation, particularly in the business
product focus
Displays
By Barry Rosenberg
Touchscreens and larger displays gain greater foothold in aviation
Rockwell Collins Pro Line Fusion suite features
15-inch displays. Image Rockwell Collins, Inc.
c
r
e
d
i
t
and commercial segments? Usability is
one. Issues that have to be addressed when
using touchscreens include the size of
touch area, the chance of miss-touching,
how to use it during times of turbulence,
how to make the important applications
easier to access and determining which
functions should be done via hard key ver-
sus touchscreen.
Sometimes we try to duplicate certain
critical functions on both, and it really
comes down to usability, said Cundiff.
You cant just say that everything works
fine in the lab. You have to think about
how its used in the real environment.
Solving the smearing and smudging
problem associated with touchscreens is
key to the penetration of the technology
into business and commercial aviation.
What you do with a touch device
today when it starts to smudge is turn it
off and clean it with a cloth, said Cundiff.
Of course, if its a critical piece of display
hardware in a cockpit you might not want
to turn it off to clean it. So the next ques-
tion is, what can we do to keep it from
smudging in the first place? Were working
that pretty hard, as well. Think about a
device that some day doesnt smudge at all
so you dont run into a cleaning issue.
Theres still interest among avionics
manufacturers in organic LEDs (OLED),
which use organic semiconductor mate-
rial, for displays. Nobody thinks well see
a large-scale primary OLED display any-
time soon, though some manufacturers are
more bullish on the technology than oth-
ers. Honeywell, for example, is encouraged
by some of the market moves theyve seen
in this area, while others like Rockwell
Collins and GE Aviation are taking more
of a wait-and-see approach.
From Honeywell: When we look out
at the displays business, a large part of that
is driven by the commercial side because
thats where the investment has to occur in
order to get the production volumes, said
Cundiff. These display fabrication plants
are hugely expensive. One of the develop-
ments that were excited about is were see-
ing some very large investments in Asia for
production of OLED displays.
Cundiff added, Its really starting to
happen (for televisions and laptop com-
puters). We see some big investments in
terms of the fabrication facilities being
converted over to OLED displays. Weve
spent a lot of time and effort working on
OLED technology, and we see some real
positive developments there that give rise
to the belief that OLEDs might finally
become a reality in aerospace and in the
consumer world, as well.
From Rockwell Collins: Were watch-
ing OLEDs right now, but we havent seen
them progress at the rate that we would
have thought even a year ago, said McK-
illip. It has slowed down quite a bit, and
I think that was a bit of a surprise. Its
been the next technology for a number of
years, and last year I was saying we might
be starting to get some traction. But what
we saw over the past 12 months is that it
didnt get that traction in any of the larger
sizes. In fact, it is quite rare and difficult to
find anything larger than 4 to 5 inches.
In the initial reviews of the new
Microsoft Zune or Google Nexus One
phones, the reviewers loved the colors
and contrast of display, but in the next
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Hand-held AV8OR multifunction display and GPS unit from Honeywell Bendix/King
features a touchscreen interface to access electronic charts and other functions.
P
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sentence they say dont even bother to try
and use it outside. And that is important
for our market. ... Theres still plenty of
impetus in the big commercial markets
and it may just take a little longer than we
predicted last year. On the other hand, if
they become available it is relatively easy
for us to go and use them.
From GE Aviation: Nobody is clam-
oring for OLEDs at the moment, said
Andrew Carlisle, GE sales and market
leader for avionics in the United Kingdom.
LCD is a proven technology in the com-
mercial world, it is still readily available,
and the TV and laptop markets are still
heavily dependent on the technology. I
dont think aerospace wants to be on the
bleeding edge of technology. It wants to
adopt proven commercial technology and
take it to aerospace. Until OLEDs have
wide and accepted use across the industry
I think it is doubtful they will be taken for-
ward to the aerospace industry.
Large Screens
The trend toward larger display screens for
commercial, business and military aircraft
hasnt lost steam in the last year. In fact,
a number of new displays that have been
under development are now undergo-
ing flight test. One of those is Rockwell
Collins 15.1-inch display for the Boeing
787 Dreamliner, which was undergoing
shakeout during flight test. The company is
offering the same display as part of its Pro
Line Fusion integrated avionics suite for
the Gulfstream G250, Bombardier Global
Express XRS and Global 5000. Pro Line
Fusion also has been chosen for the Lear-
jet 85 and Embraer Legacy 450 and 500
business jets and Bombardier C Series and
Mitsubishi MRJ regional jets.
A number of display developments
were announced at the Farnborough Air-
Companies
Aerosonic Corp. ........................................................................www.aerosonic.com
Aspen Avionics ................................................................... www.aspenavionics.com
Astronautics Corporation of America ....................................... www.astronautics.com
Avalex Technologies ........................................................................ www.avalex.com
Avidyne Corp. ............................................................................... www.avidyne.com
Avionics Support Group, Inc. ............................................................ www.asginc.net
BAE Systems ........................................................................ www.baesystems.com
Barco ..............................................................................................www.barco.com
Boeing .......................................................................................... www.boeing.com
CMC Electronics, Inc. .......................................................... www.cmcelectronics.ca
Cobham ...................................................................................... www.cobham.com
DAC International ............................................................................ www.dacint.com
Dallas Avionics, Inc. .............................................................www.dallasavionics.com
Elbit Systems Ltd. ..................................................................www.elbitsystems.com
Flight Display Systems ............................................................ www.flightdisplay.com
Garmin International ....................................................................... www.garmin.com
GE Aviation ............................................................................... www.geaviation.com
Goodrich .................................................................................... www.goodrich.com
Honeywell ................................................................................ www.honeywell.com
IDD Aerospace Corp. .................................................... www.iddaerospacecorp.com
IMS Flight Deck ......................................................................... www.imsco-us.com
Innovative Solutions & Support, Inc. .......................................www.innovative-ss.com
Interface Displays & Controls, Inc. .................................... www.interfacedisplays.com
Kollsman, Inc. ............................................................................. www.kollsman.com
Korry Electronics ............................................................................... www.korry.com
L-3 Communications ....................................................... www.l-3com.com/displays
Luma Technologies .....................................................................www.lumatech.com
Luxell Technology ............................................................................. www.luxell.com
Meggitt Avionics ............................................................ www.meggitt-avionics.co.uk
navAero, Inc. ............................................................................... www.navaero.com
Page Aerospace ............................................................. www.pageaerospace.co.uk
Paramount Panels, Inc. ............................................... www.paramount-panels.co.uk
Rockwell Collins .................................................................. www.rockwellcollins.com
Sagem Avionics, Inc. .......................................................... www.sagemavionics.com
Sandel Avionics ............................................................................. www.sandel.com
Skyquest ....................................................................................www.skyquest.com
Teledyne Controls .......................................................... www.teledyne-controls.com
Terma A/S .......................................................................................www.terma.com
Thales ....................................................................................www.thalesgroup.com
Thomas Electronics, Inc. ............................................... www.thomaselectronics.com
Universal Avionics Systems Corp. ...................................................... www.uasc.com
THE AMERICAS +1-714-736-7598
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show in July. Israels Elbit Systems Ltd.,
introduced its CockpitNG concept,
describing a high resolution, centrally
located, 22-inch diagonal display with
touchscreen interface, designed for fight-
ers, trainers and helicopters. The company
plans a family of such displays ranging
from 15 to 22 inches.
The wide-area display presents the
pilot only the necessary information in a
central place and closes the gap in train-
ing between current trainers and the latest
fighters, said Itai Yosef, Elbit Systems man-
ager of operational specifications, Fixed
Wing Aircraft Team. We are saying train
as you fight, he added.
L-3 Display Systems, Alpharetta,
Ga., announced that its 20X8 Panoramic
Cockpit Display subsystem had flown on
Lockheed Martins F-35 Lightning II BF-4
mission systems flight-test aircraft.
A 10X8 display from GE Aviation
is being tested on the AgustaWestland
AW159 Lynx Wildcat. The display first
flew on the twin-engine helicopter last
November, and the aircraft made its public
debut at Farnborough. AgustaWestland
is building 62 AW159s for the U.K. Royal
Navy and British Army.
There are some very optically chal-
lenging and stringent requirements
imposed on that display, said GEs Car-
lisle. The previous Lynx operated with a
small, square, 6-inch display that had limit-
ed graphics potential. With the new display,
the pilot has a much greater viewable area,
so clarity of information and situational
awareness are significantly improved. It
also features a digital video interface over
fiber, which is a first at GE, permitting
more information to be displayed faster
and allowing the display of more video
streams from different sources.
[GE Aviations program to retrofit 150
of Southwest Airlines 737 Classics with
15-inch primary flight displays continues
apace. Southwest said it anticipates third
quarter 2011 deliveries, with flight tests
beginning early next year.]
Thales U.K. at Farnborough reported
delivering the first shipset of avionics it
is providing for British Royal Air Force
CH-47 Chinooks under Project Julius, a
$650 million avionics and engine upgrade
of the RAF fleet. Working under con-
tract from Boeing, Thales is supplying
an integrated glass cockpit based on its
TopDeck avionics suite, designed for mili-
tary and civil helicopters including the
Sikorsky S-76D.
The RAF Chinooks will be fitted with
four 6X8 multifunction displays, two on
either side of an existing central instru-
ment panel. Thales also will offer a stow-
able tablet computer with touchscreen
interface, an electronic flight bag (EFB)
application serving as a tactical display.
Multifunction EFBs
Astronautics Corporation of America,
which manufactures a range of civil and
military displays and EFBs, says it is
seeing demand for larger displays in both
the fixed-wing and rotorcraft markets.
It does seem to be that everyone is
getting into this data-fusion type of thing
where they want to have the pilot not
having to look at so many different places
on the display; he can just look forward
and theres all the information on this
one piece of glass, observed Jim Zent-
ner, Astronautics manager of business
development.
The demand for multi-functionality is
apparent in the companys EFB business,
specifically in providing NextGen-capable
equipment in the cockpit.
Astronautics Class 2 or 3 EFBs are
capable of displaying potential runway
incursions in real-time via ADS-B in/out
inputs, and they also support in-trail pro-
cedures and merging and spacing applica-
tions. The company has been involved in
several NextGen demonstrations, includ-
ing a demonstration of runway conflict
alerting using ADS-B aircraft positions
at Philadelphia International Airport, in
partnership with ACSS and US Airways
(Avionics, March 2010, page 20).
We see the drive in NextGen activities
to require ADS-B functionality in the air-
craft, said Astronautics D. Eyton Zelazo.
There are solutions to that, but some
solutions include adding another display
to show ADS-B in the cockpit. The EFB,
given the cost and time, is a much more
cost-effective way to include ADS-B.
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 repre-
sent a comprehensive survey of all compa-
nies and products in these markets.
perspectives
Flow Management
S
ome readers may not be clear about the
significant role Air Traffic Flow Man-
agement (ATFM) will play in virtually
all aspects of the Next Generation Air
Transportation System (NextGen). However, as
I think about how the current system operates,
both in the United States and around the world,
I see the importance of continuing the connec-
tivity between the many elements highlighted
in publications like the NextGen Implementa-
tion Plan, ConOps, and FAAs response to the
RTCA Mid-Term recommendations.
At its core, ATFM insures the proper bal-
ance of capacity and demand. That is a fairly
simple statement but isnt easy to accomplish in
a complex, dynamic and growing system. How-
ever, ATFM is a great vehicle for the collabora-
tive activities that allow system users to make
certain their business case is considered whenev-
er system constraints occur. As we consider the
myriad pieces of NextGen, starting with Best
Equipped, Best Served, the application of flow
management strategies seems the best place to
insure system performance is consistent with the
expectations of the providers and users alike.
ATFM is key to any future endeavors relat-
ing to increased capacity, reduced fuel burn,
operational efficiencies and environmental
impact. It is also a catalyst for the sharing of
information, which is essential to common
situational awareness. This element was key
in system improvements since the mid-1990s,
beginning with the sharing of live data between
system users (airlines) and FAA in 1994.
Its obvious to me that the equipage issue
has a long way to go before a harmonious
chord is struck. The airlines must be confident
in the business case for NextGen equipage and
that FAA will provide system enhancements
to realize the ROI. From where I sit, ATFM is
perfectly positioned to deliver on this. I envision
opportunities that will arise where priority is
given to those best equipped, whether in terms
of time of day, procedural utilization (tailored
arrivals/departures), airspace stratification or
other service activities. It relates perfectly with
the capacity and demand issue to me, if you
can envision aircraft best equipped vying for
system access. ATFM is perfectly positioned to
insure the system is ready to place the proper
priority on those aircraft and with the reach to
insure those not equipped are provided suffi-
cient and timely alternatives, all the while main-
taining the systems integrity.
The shifting of greater responsibility to the
cockpit, while not yet clearly defined, has many
possible attributes, but once again involving
ATFM. It doesnt really matter whether the
pilot is getting information through data link,
or from dispatch through ACARS. The fact is a
strategic plan must be developed and delivered
to the flight deck, and have enough flexibility
for tactical augmentations when necessary.
ATFM once again fills the bill, and not just
from a command center but across the many
service provider facilities. ATFM has integrated
centers, Tracons and towers from the ANSP
side of the equation, as well as airline opera-
tions centers, military and general aviation, so
the collective has the same vision of the plan as
it is developed, and tweaked throughout the day.
When I think about ADS-B, RNP, RNAV
and other technological advances, again I see
them all in the ATFM realm. While they all
portend a greater degree of efficiency, increased
capacity and safety, they all lend themselves to
being maximized through ATFM.
Applications from these and other sys-
tem attributes play both in the air and on the
ground, some having more impact than others,
but ATFM will be the regulating arm in terms
of integrating the myriad pieces into the seam-
less movement of air traffic. A focus on surface
operations, while necessary, must be considered
beyond the airports surface, so as to interface
with common departure fixes or down line traf-
fic management initiatives. Its connectivity that
matters most in any system.
Todays NAS, where controllers provide safe
aircraft separation by issuing tactical clearances
to individual aircraft, is reaching its capacity,
while actions such as splitting sectors further
clearly produce diminishing returns. A new
paradigm is necessary to better manage human
workload, increase productivity and better
leverage advanced automation capabilities.
Restructuring the roles of humans and auto-
mation and how they will perform in NextGen
is a priority. A distribution scheme that better
balances tasks and decisionmaking among ser-
vice providers, flight crews and flight planners
will insure the operational efficiencies NextGen
requires. No matter how you slice it, all of the
elements that will make NextGen a reality come
together with ATFM.
Jack Kies is the president of Metron Aviation,
based in Dulles, Va.
J a c k Ki e s
Air Traffic Flow
Management
is key to future
endeavors
relating to
increased
capacity,
reduced fuel
burn, operational
efficiencies,
environmental
impact.
www.avtoday.com/av May 2010 Avionics Magazine 35
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