Avionics Magazine - February 2013

February 2013

SOFTWARE-DEFINED RADIO After lengthy delays, systems are finally being fielded

SYNTHETIC VISION SVS systems gaining traction in GA, rotorcraft markets

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

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12-14 MARCH AMSTERDAM RAI In association with:

ATC GLOBAL 2013 EXHIBITION & CONFERENCE

THE INDEPENDENT VIEW OF THE SKIES Now in its 23rd year, the ATC Global Exhibition & Conference will offer unprecedented opportunities for the international air traffic management community to network, develop business and share knowledge at an event established for the industry, with the industry. Thousands of ATM professionals will travel from across the world to see the latest products and technologies, attend a first-class programme of informative and practical workshops and seminars, and build industry relationships at the drinks receptions and social events. For those responsible for driving ATM strategy, the ATC Global Conference will provide a neutral platform from which all views and perspectives can be represented. Delegates will benefit from three full days of in-depth debate and analysis with a comprehensive programme of topics designed to give honest assessment, practical lessons, and realistic prognosis identifying where the accountabilities lie.

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Organised by

EDITORIAL EDITOR-IN-CHIEF Emily Feliz 301-354-1820 [email protected] DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINE Julie Blondeau Samuel 301-354-1770 [email protected] CONTRIBUTING EDITORS Frank Colucci, Ed McKenna, Robert Moorman, James W. Ramsey, Charlotte Adams ADVERTISING & BUSINESS PUBLISHER Randy Jones 972-713-9612 [email protected] SALES MANAGER Susan Joyce 480-607-5040 [email protected] DESIGN & PRODUCTION GRAPHIC DESIGNER Gretchen Saval PRODUCTION MANAGER Sophie Chan-Wood 301-354-1671 [email protected] AUDIENCE DEVELOPMENT FULFILLMENT MANAGER George Severine [email protected] SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314 LIST SALES Statlistics Jen Felling 203-778-8700 [email protected]

REPRINTS Wright’s Media 1-877-652-5295 [email protected] Access Intelligence, LLC CHIEF EXECUTIVE OFFICER Don Pazour EXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER Ed Pinedo EXECUTIVE VICE PRESIDENT, HUMAN RESOURCES & ADMINISTRATION Macy L. Fecto DIVISIONAL PRESIDENT Heather Farley SENIOR VICE PRESIDENT & GROUP PUBLISHER Jennifer Schwartz VICE PRESIDENT, PRODUCTION & MANUFACTURING Michael Kraus SENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT Sylvia Sierra SENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER Robert Paciorek VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT Steve Barber

LOOK INSIDE

VICE PRESIDENT/CORPORATE CONTROLLER Gerald Stasko

For photocopy or reuse requests: 800-772-3350 or [email protected] 4 Choke Cherry Rd., 2nd Floor Rockville, MD 20850 Phone: 301/354-2000 Fax: 301/340-3169

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February 2013 Avionics Magazine 5

inside magazine

February 2013 • Vol. 37, No. 2

24 www.avionicstoday.com Visit www.avionicstoday.com to begin a subscription to the digital edition of Avionics.

industry Traffic Tools ..................................... 16 NextGen and SESAR may be moving slowly toward implementation. But some modernized air traffic management systems are already operational. by Robert W. Moorman

military SDR Takes Flight .............................24 After a lengthy, and expensive, development period, softwaredefined radio systems are being fielded in the United States and around the world. by Charlotte Adams

product focus Synthetic Vision Systems ................30 Having proven their worth in business aviation to improve situational awareness, SVS systems are making in-roads in the general aviation and rotorcraft markets. by Ed McKenna

white paper iPad as EFB .....................................44 2012 marked the year of the ‘iPad Cockpit Invasion.’ Every day, more and more iOS apps are created to help streamline processes that once were on paper.

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

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30

• Aerospace Acronym Guide www.aviationtoday.com/ av/acronym/a.html • White Papers, Tech Reports www.aviationtoday.com/ at/otherdocs/

also in this issue Editor’s Note

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

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

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Cover photo courtesy Saab Sensis

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

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EDITORIAL EDITOR-IN-CHIEF Emily Feliz 301-354-1820 [email protected] DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINE Julie Blondeau Samuel 301-354-1770 [email protected] CONTRIBUTING EDITORS Frank Colucci, Ed McKenna, Robert Moorman, James W. Ramsey, Charlotte Adams ADVERTISING & BUSINESS PUBLISHER Randy Jones 972-713-9612 [email protected] SALES MANAGER Susan Joyce 480-607-5040 [email protected] DESIGN & PRODUCTION GRAPHIC DESIGNER Gretchen Saval PRODUCTION MANAGER Sophie Chan-Wood 301-354-1671 [email protected] AUDIENCE DEVELOPMENT FULFILLMENT MANAGER George Severine [email protected] SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314 LIST SALES Statlistics Jen Felling 203-778-8700 [email protected]

REPRINTS Wright’s Media 1-877-652-5295 [email protected] Access Intelligence, LLC CHIEF EXECUTIVE OFFICER Don Pazour EXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER Ed Pinedo EXECUTIVE VICE PRESIDENT, HUMAN RESOURCES & ADMINISTRATION Macy L. Fecto DIVISIONAL PRESIDENT Heather Farley SENIOR VICE PRESIDENT & GROUP PUBLISHER Jennifer Schwartz VICE PRESIDENT, PRODUCTION & MANUFACTURING Michael Kraus SENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT Sylvia Sierra SENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER Robert Paciorek VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT Steve Barber

LOOK INSIDE

VICE PRESIDENT/CORPORATE CONTROLLER Gerald Stasko

For photocopy or reuse requests: 800-772-3350 or [email protected] 4 Choke Cherry Rd., 2nd Floor Rockville, MD 20850 Phone: 301/354-2000 Fax: 301/340-3169

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February 2013 Avionics Magazine 5

editor’s note by Emily Feliz

Back from the Brink he clock struck midnight on Dec. 31, the ball dropped, confetti was thrown and, the United States teetered on the brink, but did not fall over, the fiscal cliff. It took some last-minute wrangling and tense negotiations, but lawmakers passed, and the President Obama ultimately signed, the American Taxpayer Relief Act of 2012, raising taxes on top earning Americans and avoiding the worst effects of the fiscal cliff. However, the bill put off a final decision on the fiscal cliff until March, and did not provide any action on the dreaded sequestration and its billions of dollars in spending cuts for the defense industry. Voices from around the country were relieved the country missed the worse of the fiscal cliff but criticized lawmakers for lack of definitive action on sequestration. So it seems the country is back from the brink of the “cliff,” but we find ourselves back in a odd, no-man’s-land position yet again. “Congress has prevented the worst possible outcome by delaying sequestration for two months. Unfortunately, the cloud of sequestration remains,” Defense Secretary Leon Panetta said in a statement. “Congress cannot continue to just kick the can down the road.” And down the road could be even more complex for the defense industry as the up to $45 billion in defense cuts this year would be compressed into nine months instead of 12, analysts warn. But sequestration is only part of the challenge facing the industry. “The fear is still there,” Richard Aboulafia, vice president of analysis of the Teal Group told me in early January. “It’s more than sequestration … it’s the global economy, the credit picture that’s still hanging over the industry.” So now what? We didn’t fall over the cliff, but the country, and more specifically the defense and aerospace

T It seems the country is back from the brink of the fiscal cliff, but we find ourselves back in a odd, no-man’s-land position yet again.

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industries, are hanging on by their fingernails. I guess the short answer is that the industry must wait — wait for Congress, wait for the economy to improve, wait for the next election perhaps, but wait nonetheless. It’s a familiar position, one that the industry has been in for many, many months, as I wrote about in this space last month. Defense contractors in the United States are used to the wait and have said so in recent weeks.. However, they warned prolonged action on sequestration could have chilling impacts around the industry. Lockheed Martin CEO Marilyn Hewson said the delay of sequestration “stifles investment in plant, equipment, people and future research and development essential to the future health of our industry.” In a statement issued in early January, BAE Systems said “the prolonged uncertainty associated with sequestration, which has already made it virtually impossible to plan near- and long-term business decisions, will persist for yet another two months.” At the risk of being redundant, as I have said this numerous times in this space, it’s time for Congress to act to save this vital part of this country’s economy from financial ruin. These cuts would be devastating and we simply can’t afford to let cuts of this magnitude derail this industry and the overall economy. There are many times and cases in which we have no control over our future. And it’s true the economy isn’t something that can be easily fixed or changed. But in this case at least as it pertains to sequestration, the future is entirely in the hands of the Congress, which is a scary position to be sure. “If sequestration is not solved in the next 57 days, it would be an abdication of responsibility by the leaders of this country, one that will only heighten Americans’ cynicism and cement the public image of a grid-locked Washington that simply doesn’t work,” said Aerospace Industries Association (AIA) President Marion Blakey. I’d love to hear from our readership on this. Is too much being made of the impacts of sequestration? Not enough? Is it impacting your work? Send me an email at [email protected], or drop me a line on Facebook or Twitter (@EmilyFeliz1). We’ll post a round-up of what everyone is saying about sequestration on our Website and e-letters Until then, stay away from the ledge.

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February 2013 Avionics Magazine 7

industry scan OnAir CEO Sees 2013 as a Big Year for In-Flight Connectivity

O

Photo courtesy Emirates

nAir, a key service provider in the in-flight connectivity arena, is hoping for a banner year in 2013. Ian Dawkins, CEO, OnAir told Avionics sister publication In-Flight Connectivity Insider 2013 will be the year when inflight connectivity becomes part of the mainstream for airline and business aviation passengers alike. “Airlines are starting to roll out these services across their fleet. This year, it will become an entirely natural dynamic to people that if they travel, they can connect to the Internet. That will become a reality around the world in 2013. This will be a trend,” Dawkins said. “I think the other trend to look out for in 2013 is the move towards GSM services. Because of the explosion of smart phones, you will just be able to connect

A passenger connects onboard Emirates’ A380 via OnAir’s connectivity system. 8 Avionics Magazine February 2013

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when you are on the ground. The market is growing very quickly. At the moment, only 20 percent of the world’s aircraft have signed up to connectivity today. Only a very small percentage have got connectivity up and working today,” he said. OnAir, which counts Emirates Airlines, Singapore Airlines and TAM Airlines among its client, offers its services across a number of different platforms via SwiftBroadband. It works with Thales, for example, and had done a number of deals with them, as well as offering systems on Airbus aircraft. “We are very agnostic in terms of what we want to do. It is part of our strategy. Everyone talks about how big the pie is. But, you hear less about managing that service. We have done it. Airlines are becoming more aware of the operational side. We are looking at developing a number of applications that will enhance the operational side of the business, and I do see that side of the business. Airlines are going to look at how they can best optimize the passenger service, as well as optimize the operations of the aircraft. We can provide the infrastructure to allow these applications into the aircraft,” says Dawkins. Additionally, OnAir in September signed an official contract with Inmarsat finalizing the appointment of OnAir as the first Aviation Distribution Partner for Global Xpress (GX) Ka-band network. In preparation for the introduction of Global Xpress, OnAir has already started to secure customers for the launch of the satellite service. While the company has done a number of high-profile deals in the commercial arena, the company also hopes to make more of an impact in the business aviation market. In December, OnAir announced that its inflight connectivity system is now a linefit option for buyers of Dassault’s Falcon 7X. The first Mobile OnAir and Internet OnAir equipped Falcon 7X will be available for delivery in 2014 and owners may linefit either or both services. “From a business aviation market perspective, we have a very strong foothold in the higher end of the market. We cover a very broad segment. We are entering into just below that market now with GSM services. We are putting the emphasis on this market on GSM. More and more people are starting to realize the value of GSM,” says Dawkins. “That market will start to go through the change. That will be driven by small lightweight GSM equipment. We have worked with a company to develop that equipment and put it on board. It will be a requirement of all of the commercial airlines to have connectivity. We are about to put out an announcement on the next level of business jets with GSM services. They want to use this as a differentiator in the market as well. This market is starting to change. We are not really in the smaller end of the business jet market.” —Mark Holmes For more on in-flight connectivity technologies and trends, visit In-Flight Connectivity Insider at www.aviationtoday.com/av/in-flight-connectivity/ www.avionicstoday.com

February 2013 Avionics Magazine 9

industry scan a value added reseller for Global Xpress (GX) in the air transport market. The Ka-band network will be provided Licensing for Wi-Fi through a constellation of three satellites The Federal Communications Commisand GX is scheduled to deliver full global sion (FCC) in December approved new coverage by late 2014. rules to accelerate the deployment of in“We strongly believe Global Xpress will flight Wi-Fi on more commercial flights in be the first scalable, global solution optithe United States. mized for the aero market,” said Michael FCC shares regulation of in-flight conSmall, Gogo’s president and CEO. “With nectivity with FAA, and has allowed comthe addition of Inmarsat’s Ka-band service, panies to offer the services on an ad hoc Gogo has the ability to provide the most basis since 2001. complete range of solutions, which enable The newly formed rules will allow us to service the full-fleet needs of our curairlines to obtain broadband Internet rent and future airline partners; regardless licenses for their aircraft by getting FAA of aircraft size, mission or location.” approval as long as they prove the onThrough GX, Gogo said it will offer board systems do not interfere with improved capacity, global coverage and aircraft systems. FCC defines in-flight significant cost advantages to its comconnectivity systems as Earth Stations mercial airline customers. Optimized for Aboard Aircraft (ESAA) communicating mobile users, including the global aero with Fixed-Satellite Service geostationmarket, GX will deliver download speeds ary-orbit space stations. of up to 50 megabits per second, power“By reducing administrative burdens ing in-flight solutions, affording a superior on both applicants and the commission, user experience for passengers and crew, the new rules should allow the commisaccording to the companies. sion to process ESAA applications up “Gogo is a leader in in-flight connectivity, to 50 percent faster,” FCC said in a serving major commercial airlines across statement. the world and we are delighted to have The decision comes following increasthem as value added resellers for Global ing pressure on FAA to expand the use Xpress,” said Leo Mondale, managing of portable electronic devices (PED) on director of Inmarsat GX. commercial flights. Earlier in December, Gogo’s air-to-ground in-flight Wi-Fi Sen. Claire McCaskill (D-Mo.) sent a letsystem is installed on more than 1,600 ter to FAA Administrator Michael Huerta commercial aircraft including all domestic saying she is “prepared to pursue legismainline Delta Air Lines and nearly all of lative actions” if FAA moves too slowly in Delta’s regional jets; all AirTran Airways updating its policies regulating PEDs.” and Virgin America flights; and select Air Gogo in GX Pact Canada, Alaska Airlines, American Airlines, Gogo and Inmarsat in December signed Frontier Airlines, United Airlines, and US an agreement that sees Gogo become Airways flights, Gogo said. COMMERCIAL

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having acknowledged lack of support of the company’s two main shareholders,” A research report released in December according to a statement from Thales. predicts the global commercial aviation France, with a 27 percent stake, and Dasaircraft cabin lighting market will hit $1.25 sault, with a 26 percent stake, are the two billion by 2017, boosted by robust demand main shareholders in Thales. in the emerging markets. Lévy served as CEO at French multimeIn its report “Global Commercial Aviation Aircraft Cabin Lighting Market, Forecast & Analysis WHEN PERFORMANCE MATTERS (2012-2017),” research firm MarketsandMarkets, based in Dallas, said airlines, which are dealing with increasingly higher fuel prices, are looking With Carlisle Interconnect Technologies TVS/EMI Filter Connectors toward lighter weight cabin interiors to increase fuel efficiency. Coupled with the increase in orders for existing models and new models expected to enter the market the aircraft cabin lighting industry is expected to grow at 5.43 percent during the period of 2012 to 2017. It is expected that the aircraft lighting market in China will witness the highest growth rate. The global commercial aviation aircraft cabin lighting market revenue is expected to grow from $960.8 million in 2012 to $1.25 billion by 2017. Cabin Lighting Market

SHIELD YOUR

CRITICAL DATA

New Thales CEO

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

480.730.5700 / [email protected] / www.CarlisleIT.com

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February 2013 Avionics Magazine 11

industry scan Photo courtesy Thales

dia company Vivendi for seven years prior to leaving that post in June. “I have been aware for many years of the passion and the high-level Jean-Bernard Lévy expertise of the men and women who contribute to the group’s numerous successes in many countries around the world. In the global marketplace, Thales has all the strengths needed to play a leading role,” said Levy.

Citation Sovereign, the Jet-A fueled Turbo Skylane JT-A and the TTx. Another Cessna aircraft slated to hit the market in 2013 — Grand Caravan EX — earned FAA Type Certification in January. UNMANNED SYSTEMS

Contract for Small UAS

Five companies were selected in December to fulfill the Army’s small UAS contract, worth up to $248 million. Under terms of the Indefinite Delivery Indefinite Quantity (IDIQ) contract issued Dec. 21, AeroVironment, of Monrovia, Calif., Elbit Systems, Lockheed Martin, BUSINESS AVIATION Altavian, of Gainesville, Fla., and Innovative Automation Technologies, also of Citation M2 Production Gainesville, Fla., will be eligible to bid Cessna on Jan. 10 said it has begun the initial production run of its Citation M2 light against each other on individual Delivery business jet, with certification on track for Orders under the contract. The contract is a 3 base year contract with 2 one-year second quarter of 2013. options. Lt. Col. Nickolas Kioutas, product Unit 800 is slated for demonstrator manager for the Small Unmanned Aircraft purposes, and is expected to roll off the assembly line this April, the company said. Systems product office, Unmanned Aircraft Systems project office, PEO Aviation, The front and aft cabin assemblies for said the first delivery order award for Puma the light business jet are built at Cessna’s and Raven spare and repair parts in March Wichita, Kan., facility and are then transported to Independence for final assembly 2013, with a completion date of 2017. and delivery. NASA Global Hawk “The M2 looks to be a fantastic product NASA in January was set to fly a Global for the market in the light business jet cat- Hawk research aircraft as high as 65,000 egory,” said Brian Rohloff, business leader feet altitude over the tropical Pacific for the M2. Ocean to probe unexplored regions of The jet features Garmin G3000 avionics the upper atmosphere for global warming systems, including three 14.1-inch LCD research. primary and multifunction displays and The first flights of the Airborne Tropitwo infrared, touchscreen control panels, cal Tropopause Experiment (ATTREX), a and a new cabin design. multi-year airborne science campaign with Other Cessna aircraft expected to hit the a heavily instrumented Global Hawk, were market in 2013 include the Citation X, the to take off from Edwards Air Force Base in

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Photo courtesy NASA

Research Center in Moffett Field, Calif. “This is our first opportunity to sample the tropopause region during winter in the northern hemisphere when it is coldest and extremely dry air enters the stratosphere.” The instruments onboard the aircraft include remote sensors for measuring clouds, trace gases and temperatures above and below the aircraft, as well as instruments to measure water vapor, cloud properties, meteorological conditions, radiation fields and numerous trace California, NASA said Jan. 8. Six flights were gases around the aircraft. Engineering test flights conducted in 2011 ensured the planned between Jan. 16 and March 15. aircraft and instruments operated well at “The ATTREX payload will provide unprecedented measurements of the tropi- the very cold temperatures encountered cal tropopause,” said Eric Jensen, ATTREX at high altitudes in the tropics, which can reach -115°F. principal investigator at NASA’s Ames

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February 2013 Avionics Magazine 13

industry scan ➤ Astronics’ wholly owned subsidiary Luminescent was selected by Embraer Defense and Security to supply exte➤ ViaSat will provide broadband airborne rior lighting system, including navigation, satcom services for a U.S. government anti-collision, landing, taxi, aerial refueling customer under a contract award valued and formation lights, for the KC-390 Miliat $52 million. The one-year contract is tary Transport and Tanker Program. The a renewal for services already provided KC-390 is expected to enter service using ViaSat ArcLight technology over a in 2016. managed private network established in ➤ Accenture and GE Aviation have 2009 to support military missions. formed a joint venture company called ViaSat mobile broadband systems are Taleris, which will provide commercial airdesigned using Ku- and Ka-band satcom line customers with “intelligent operations links. These systems are flown on more services focused on improving efficiency than 300 government aircraft such as the by leveraging aircraft performance data, C-130, C-17, U-28, and various King Air prognostics, recovery and planning optimodels, accumulating more than 500,000 mization solutions that will include assets mission hours, the company said. and capabilities from both Accenture and ➤ Northrop Grumman issued a $33 milGE,” the companies said. Taleris leverages lion contract to Telephonics to develop a GE Aviation’s intelligent operations and multimode maritime radar system for the ProDAPS predictive analytics technology U.S.Navy’s fleet of MQ-8B Fire Scout vertito analyze data from “tip to tail” sensors cal takeoff and landing UAV.Telephonics for multiple aircraft parts, components and will develop a total of nine radar systems, systems and make predictive recommendesigned to provide the MQ-8B Fire Scout dations to optimize aircraft maintenance with wide-area search and long-range and flight operations. imaging capability. ➤ British Airways has selected Honey➤ The U.S. Naval Air Systems Comwell’s Next Generation Flight Management mand (NAVAIR) has awarded a $31.7 milSystem to increase navigation database lion contract to Cobham to provide the capacity on its B747-400 fleet. AN/ALQ-99 low band transmitter-antenna ➤ Sikorsky Aircraft has contracted Cobgroup (LBT-AG) for EA-6B and EA-18G ham Aerospace Communications to electronic warfare aircraft. The LBT-AG provide its Model 265-005 area microprovides protection for strike aircraft by phone preamplifier for the U.S. Marine disrupting enemy radar and communiCorps CH-53K Super Stallion. The Model cations, Cobham said. Cobham will be 265-005 is designed to detect and amplify providing the low band transmitters for cockpit signals for routing to voice recordundisclosed foreign military operators, as ers. U.S. Marine Corps is purchasing 200 the contract includes the first installment CH-53Ks starting in 2018 as part of a of a two-part procurement for foreign replacement program for the CH-53E. military sale. CONTRACTS

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February 2013 Avionics Magazine 15

Photo courtesy Thales

industry

By Robert W. Moorman

he development and deployment of air and ground-based air traffic management (ATM) systems continues well in advance of the plans to modernize the transportation systems in the United States and Europe. While an integral part of FAA’s Next Generation Air Transportation System (NextGen) and Europe’s Single European Sky ATM Research (SESAR), ATM systems are already providing benefits to airports and aircraft operators. “It is a developing situation, with some of these ATM systems having been fielded, while others are under development,” said C. Zachary Hofer, aerospace

T

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NextGen and SESAR may be moving slowly toward implementation. But some modernized air traffic management systems are already operational.

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

and defense analyst for Forecast International. “We have seen an up tick in sales of new ATM systems.” Avionics Magazine took a look at some of the ATM systems that are now or soon to be operational. Saab Sensis: In 2011, Saab Sensis deployed Airport Surface Detection Equipment, Model X (ASDE-X), a situational awareness system, to 35 major U.S. airports. The company also is a prime contractor for the Runway Status Lights (RWSL) program. Saab Sensis won a $54 million follow-on contract to ASDE-X in January 2012 for the Airport Surface Surveillance Capability (ASSC) program, which requires the deployment of a similar system to nine additional airports, www.avionicstoday.com

February 2013 Avionics Magazine 17

Photo courtesy ITT Exelis

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

including Ted Stevens Anchorage International Airport (Alaska) and Kansas City International Airport (Missouri). Each ASSC deployment incorporates Saab Sensis’ multilateration, safety logic conflict detection and alerting software, air traffic controller working positions and recording/playback functionality. ASSC will process the automatic dependent surveillance-broadcast (ADS-B) data along with other sensor sources for a single view of the airport runways and taxiways. The foundation of a lot of Saab Sensis ATM technology, including the ASDE-X program, is multilateration sensors, which are small sensors distributed along the surface of the airport. The sensors are, in effect, radios that communicate with the aircraft transponders. So, as the aircraft taxies, each transponder communicates with the several multilateration sensors that triangulate a very accurate position of the aircraft to the control tower. The technology might be described as a ground-based Traffic Alert and Collision Avoidance System (TCAS), with alerts going to the controller. “We have shown the ability to provide those alerts to the cockpit as well,” said Ken Kaminski, senior vice president and general manager at Saab Sensis. Additionally, RWSL provides visual collision alerts to the pilot while taxiing. Lights in the runway, controlled by the ASDE-X system, turn on or off to help control movement of aircraft and help prevent aircraft from moving onto an alreadyoccupied runway or taxiway. That system is being deployed. 18 Avionics Magazine February 2013

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Syracuse, N.Y.-based Sensis, which was acquired by Saab in August 2011, began its business providing safety technology for ground operations, but has since evolved to also provide wide-area multilateration systems. Aerobahn, Saab Sensis airport surface management system, builds on the same data that comes out of sensors from ASDE-X and multilateration systems. Initially, Aerobahn was deployed as an automated surface management and safety system, but the technology is also used for low-level coverage, precision runway monitoring on parallel approaches and as a landing aid on oil platforms. As the technology matured, Saab Sensis realized Aerobahn is a “collaborative decision making tool” that could be used by air navigation service providers as well as airlines and airport authorities to share information about what is happening on the surface of the airport, Kaminski said. Saab Sensis recently added several features to its Aerobahn system deployed at John F. Kennedy International Airport (JFK). The enhancements to the United States’ first operational Collaborative Decision Making (CDM) environment include flight specific call for taxi times to further improve sequencing, thereby reducing fuel burn and environmental emissions. The Aerobahn platform will also add ATC Voice tracking across 20 discrete frequencies to enable users to hear ATC instructions while viewing surface operations. In 2011, Saab Sensis won a follow-on contract from the Port Authority of New York and New Jersey to deploy a departure metering and sequencing tool at JFK, on top of the Aerobahn platform. In conjunction with FAA, the tool is used to determine the optimum sequence in which the aircraft should be released for departure. Aerobahn is also now operational at LaGuardia Airport as well as at Denver International Airport. In December 2012, Phoenix selected Aerobahn for use at Phoenix Sky Harbor International Airport. The city’s airport operations will also use Aerobahn’s Dynamic Rules Alerting to manage the Department of Transportation’s Tarmac Delay Rule by providing alerts to operations staff in advance of aircraft reaching the three or four-hour limit. Honyewell: Honeywell continues with the air trials of its SmartTraffic Procedures in Oceanic Airspace (ATSA-ITP) system outfitted on United Airlines 747s flying over the Pacific Ocean. The FAA-sponsored project started 3½ years ago and will result in validation of fuel savings that the system can provide. The trials are expected to conclude in summer 2013. The overall system consists of a Honeywell Traffic Alert and Collision Avoidance System (TCAS) linked with a Goodrich electronic flight bag (EFB). The EFB runs a SmartTraffic software package developed by Honeywell. SmartTraffic technology is the foundation for Honeywell’s ADS-B enabled Hybrid Surveillance and Airborne Traffic Situational Awareness (ATSAW) functions. Developed in partnership with Airbus, the ATSAW system provides a more intuitive display of surroundwww.avionicstoday.com

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ing aircraft, while allowing pilots to better plan for oceanic flight level changes to reduce fuel burn. The combined technologies are meant to overcome the fundamental problem of antiquated in-flight procedures for aircraft separation over water. Airlines flying over the ocean today still have to maintain a 50 nautical miles plus separation from other en trail aircraft. Present FAA rules do not allow aircraft to climb to higher altitude to achieve better fuel economy if another aircraft is within that separation range. The SmartTraffic-based technology greatly reduces that separation range (15-20 nautical miles), which would help allow the aircraft to get to higher altitudes sooner and burn less fuel. Based on estimates derived from the early tests, aircraft equipped with this SmartTraffic-based system could save around $200,000 or more per year, per aircraft in fuel costs, said Bob Witwer, vice president of Advanced Technology at Honeywell. In other ATM related developments, Honeywell is enhancing its synthetic vision system to show pilots a 3-D representation of the aircraft, taxiways and other ground traffic. Honeywell’s 3-D taxiway software displays traffic as if the pilot is looking down from outside and above the aircraft, in what Honeywell describes as an “ecsocentric view.” Witwer used another form of transportation to illustrate: “It’s the kind of view you would have if you ever para-sailed,” he said. “You’re up on a tether and behind the boat. That’s the view we provide to the pilot.” Along with the 3-D display are magenta colored lines to show where the aircraft is supposed to go, along with taxiway markers to provide better situational awareness. Honeywell has yet to name this software enhancement to its synthetic vision system. For now, Honeywell is calling it a 3-D Taxi Display. Simulated and actual tests on the new software are continuing in Redmond, Wash., Phoenix, and Morristown, N.J. Honeywell and other companies continue to work on the four-dimensional (4-D) optimized and upgraded air traffic management ATM technology, which will allow aircraft to fly more accurate and efficient routes without the need for controllers to provide vectoring instructions. The 4-D system also is being developed to provide predictability for flight arrivals and departures. The system will be part of NextGen and SESAR modernization efforts. In February 2012, Airbus conducted the first flight of the system outfitted on an Airbus A320, flying from Toulouse, to Copenhagen and Stockholm. Flight management systems (FMS) of Thales and Honeywell were used as part of the Initial-4D trajectory management system. In-flight, the aircraft’s FMS, the air traffic management system and the arrival flights sequencing system communicated via datalink and agreed on a specific Controlled Time Over (CTO) point in 20 Avionics Magazine February 2013

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Photo courtesy Saab Sensis

the descent phase. The aircraft arrived “within one second of the CTO, demonstrating the accuracy of the predicted flight trajectory,” according to officials. More flight trials and simulations are planned for 2013. Thales: Thales is becoming a significant player in ATM systems. In 2012, Thales was selected to supply and A screen shot of Saab Sensis Aerobahn surface management system at Denver install all the navigational International Airport. aids for a new commercial airport on St. Helena Island, a British protectorate in the South Atlantic Ocean. In September, Deutsche Flugsicherung (DFS), the German air navigation service provider, approved its final site acceptance for the Precision Approach Monitoring System for Frankfurt (PAM-FRA). Thales Air Systems and Electron Devices GmbH builds the Wide Area Multilateration (WAM) system, which has been tested thoroughly and will now be integrated within the ATM environment. The Thales WAM, PAM-FRA is the first operational WAM system in Germany. The system is expected to become operational by April 2013. Thales provides several ATM products for the civil aerospace market under the TopSky brand name. TopSky-Tower is the new ATM tower product for surface management, incorporating tower automation technology while TopSky-ATC is an automated ATM system featuring the latest in air traffic control and Human Machine Interface (HMI) solutions. TopSky-ATFM is Thales’ new Collaborative Air Traffic Flow Management product. TopSky-Simulation is the new ATC Simulation tool, featuring innovative HMI and controller tools, and TopSky-AIM is the new AIXm5-based Aeronautical Information Management tool. All these products support the SESAR and NextGen developments, according to Thales, and complies with ICAO’s Aviation System Block Upgrades. “For us to stay ahead of the game, we try and anticipate the ATM needs of our customers,” said Lionnel Wonnerberger, director of Strategy and Business Development-Air Systems, Thales Australia. A key enabler for moving ATM technology forward is the deployment of ADS-B, which is a major pillar of NextGen. “Once you have a lot of aircraft equipped with www.avionicstoday.com

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ADS-B, and providing data, then that data can be used for an array of airborne and ground-based ATM applications,” said Mike Watson, Thales’ authority on air traffic management. ITT Exelis: ITT Exelis, which is the contractor behind the ground infrastructure of FAA’S ADS-B program, and Metron Aviation, a subsidiary of Airbus Americas, are collaborating to develop a product that will provide airports with a comprehensive view of air and ground operations. The partnership will incorporate the flexible flight data visualizations of ITT Exelis Symphony OpsVue with Metro Harmony for Airlines flow management and Collaborative Decision Making capabilities to track aircraft and vehicle movement. Symphony OpsVue is a Web-hosted application that visualizes all flights in the National Airspace System and operational monitoring and alerting for diversion management and irregular operations. The technology provides up-to-date aircraft surveillance data. Metron Aviation: In September, Airservices Australia commenced operations with Metron Harmony Air Traffic Flow Management ATFM system. Metron Harmony will allow Airservices Australia to implement traffic management initiatives to align air traffic demand with available capacity. Initial operating results from Airservices have demonstrated a dramatic performance improvement already. As a direct result of Harmony, aircraft airborne holding into Sydney has been reduced by about 33 percent, producing fuel savings of $6.5 million in the first two months of operations in Sydney alone, according to Metron. Average flight times have been reduced by five minutes per flight on the Melbourne-Sydney run, equating to over 40,000 tons of CO2 per year. ERA: ERA, supplier of safety, surveillance and flight tracking equipment, is a case in point. Belgocontrol, the Belgiuan air navigation service provider, recently selected the Czech Republic-based ERA to supply 110 vehicle-mounted SQUID transmitters for surface vehicle tracking at Brussels Airport. The SQUID self-contained vehicle-tracking unit broadcasts the exact position of ground vehicles continuously. By using permanently mounted or portable squitter beacon transmitters, SQUID reduces the risk of vehicle collusions, particularly during low visibility conditions. SQUID is operational at some of the larger international airports, including London Heathrow, Frankfurt, Amsterdam Schiphol and Moscow Domodedovo. ERA manufactures low-cost ADS-B and WAM surveillance systems, and is involved indirectly with SESAR through Eurocontrol and EUROCAE, said Tim Quilter, director of corporate strategy. Deployments of ERA products include Namibia, where a countrywide WAM system was installed; Azorez, combined WAM/ADS-B system; New Zealand, terminal approach system in Queenstown, extended due to the success of the 22 Avionics Magazine February 2013

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‘NextGen and SESAR should never have been thought of as a ‘big bang’ transformation piece, but as an implementation of parts and pieces ... This is why there are a lot of problems with implementing NextGen and SESAR.’ –– Neil Planzer, vice president of Boeing ATM

initial deployment; and Fiji, ATM system, ADS-B surveillance with WAM to deal with non-equipped aircraft. Raytheon: Raytheon Air Traffic Management manufacturers and services a full line of ATM systems for civil and military applications that are operational in over 50 countries. One new product worth noting is its AutoTrac family of open architecture ATM systems with fully integrated surveillance and flight data processing systems, including AutoTrac III, Raytheon’s next generation ATM system. Boeing: Boeing’s “Wind Update” service provides flight crews with real-time wind, temperature and weather information. Virgin America is the launch customer. Additionally, Boeing’s ATM division is working with NAV Canada, the air navigation service provider, on implementing “tailored arrivals” for its busiest airports. The system will provide efficiencies in managing inbound traffic, particularly. Implementation of this software at Canadian airports is expected around 2013. In addition, Boeing is looking at “mortar between the bricks” information management solutions for NextGen, said Neil Planzer, vice president of Boeing ATM. The effort is part of the Systems Engineering 2020 (SE2020) program, a portfolio of contracts is worth around $6.4 billion over 10 years. Boeing is also involved on finding other uses for new technology developed for NextGen and SESAR. Example of this cross over potential of technology: GPS was developed initially as a targeting system. Now, GPS systems are commonplace in aircraft and automobiles as a navigation aid. “NextGen and SESAR should never have been thought of as a ‘big bang’ transformation piece, but as an implementation of parts and pieces,” said Planzer. “This is why there are a lot of problems with implementing NextGen and SESAR.” The logistics of equipping thousands of aircraft and ground stations with the necessary and hardware and software make it challenging. “This is no longer a technology issue,” he said. “This is now an issue of operations and implementation. We should have thought through how this was going to happen years ago.” Boeing is one of three prime contractors working with FAA to develop solutions for NextGen implementation, as part of a 10-year agreement worth up to $1.7 billion. www.avionicstoday.com

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military

Photo courtesy Rockwell Collins and Harris Corp.

SDR Takes

After a lengthy, and expensive, development period, softwaredefined radio systems are being fielded around the world

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

By Charlotte Adams

fter a prolonged and costly gestation, software-defined radio (SDR) technology is gaining ground. Airborne tactical networking radios, data links and relays based on SDR architectures are being fielded today. New procurements are brewing in the United States and elsewhere, and SDR has gone from concept to reality. A SDR is like a computer with a radio frequency (RF) front-end. Functions that previously were hard-wired, such as modulation/demodulation and encoding/ decoding, are now programmable, said Lee Pucker, CEO of the Wireless Innovation Forum, an industry standards group. “All modern radios are SDR,” says one military program manager. The technology is “becoming the standard by which we launch all new developments,” agrees Troy Brunk, Rockwell Collins’ acting vice president and general manager for communications and navigation. But whether SDR technology has reached the off-the-shelf procurement level remains to be seen. The U.S. Army’s new Small Airborne Networking Radio (SANR) NDI (non-developmental item) program will test that view. The way has not been smooth. The mammoth Joint Tactical Radio System (JTRS) development program reportedly consumed $15 billion over 15 years with

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Photo courtesy Rockwell Collins

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

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

(NAVAIR) outside of the JTRS program. Part of SDR’s allure is its promise to reduce life-cycle costs, compared with conventional radios. If additional capability is needed once the radio has been shipped, and that capability can, for the most part, be added via software, then it could be less expensive in the long run, explains Tom Waters, NAVAIR’s ARC-210 team lead. “If we’re maintaining [RF] hardware that doesn’t change, it’s easier — the logistics footprint is minimized.” Another advantage is increased operational flexibility, says Mark Robey, product manager for the Army’s SANR program. For example, if a mission requires a twochannel radio to run the Soldier Radio Waveform (SRW) on both channels, instead of two different waveforms, such changes can be made in the field. ARC-210 Reinvents Itself The Navy is buying the generation-five (Gen5) Rockwell Collins’ ARC-210 radio, redesigned as an SDR. Between 750 to 1,000 of the new radios have been delivered and a handful have been fielded, Waters says. Gen5 platforms include variants of the V-22, H-60, H-1, H-53 and E-2. (The Air Force also buys off the Navy contract.) The SDR now ships with the HaveQuick, Demand Assigned Multiple Access (DAMA) SATCOM and Single Channel Ground and Airborne Radio System (SINCGARS) software waveforms. Perhaps the Gen5’s biggest benefit is the radio “fits in the same spot in the aircraft,” Waters says. It uses the same mounting and interfaces and exactly the same connectors as prior generations of the product. The interfaces and form factor were defined a long time ago and would be very disruptive to change. The difference is that “all waveforms in the Gen5 radio are software-defined.” “It’s 100 percent backward-compatible,” Brunk says. “All functionality that’s ever existed before, we retained. The same size, weight and power, identical connectors and pinouts.” There are still spare connectors, and now there is an Ethernet port. The ARC-210 program currently is working to incorporate the Integrated Waveform 26 Avionics Magazine February 2013

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(IW) into the new radios. Billed as “DAMA [SATCOM] on steroids,” with improved connectivity and greater user access, IW is expected to be fielded in Gen5 radios this year. Data Link: MIDS JTRS, a four-channel SDR produced by Data Link Solutions (DLS), is being fielded on F/A-18E/Fs. (DLS is a joint venture between Rockwell Collins and BAE Systems.) The current MIDS JTRS radio operates the Link 16 software waveform. The spare channels could be used for Link 16 enhancements as well as the Tactical Targeting Network Technology, (TTNT) waveform, Brunk says. Rockwell Collins hopes to be under contract to put TTNT into the radio in the second quarter of 2013 and to be fielding it by the FY 2015 timeframe. SANR and SALT: SANR, a new Army program, seeks an essentially off-the-shelf, two-channel radio for Apache AH-64D Block III, Black Hawk UH-60M/L, Chinook CH-47F and Kiowa Warrior OH-58F helicopters. SANR comes under the AMF umbrella as the successor to the AMF two-channel Small Airborne (SA) radio, which aimed to replace conventional single-channel radios like the ARC-210 but was eventually terminated over schedule and cost concerns. SANR would fill an urgent need — the service views the airborne node as critical, Robey says. SANR scales back the requirements of its predecessor. The SA two-channel SDR was expected to run dozens of waveforms, including the Wideband Networking Waveform (WNW), SRW, Mobile User Objective System (MUOS), VHF/UHF Line of Sight and Link 16 waveforms — two of them simultaneously if need be. For now the Army has split off SA’s prior Link 16 requirement into a separate two-channel SDR, the Small Airborne Link 16 Terminal (SALT), aimed just at the Apache fleet. SANR, by contrast, focuses on the waveforms that are required immediately. The Army wants to be able to operate the SINCGARS and SRW waveforms simultaneously, and run a “mid-tier” waveform such as the WNW. Contract award is expected in FY 2014, and as many as www.avionicstoday.com

February 2013 Avionics Magazine 27

7,000 radios could be procured over a 12-year period. SANR’s NDI approach reflects the thinking that “there’s been enough money out there in industry [for] there to be something … ready to go,” Robey says. Replies to a July 2012 RFI were encouraging, with a lot of the candidates well within the required dimensions, a tough challenge. The Army understands some products would have to go through certification for airborne use, but SANR is not a development program, he says. Among the candidates for SALT and SANR is Harris’ Small Tactical Terminal (STT). The company has sold more than 100 STTs, and they are flying on multiple airborne platforms today, says Ed Zoiss, vice president of programs for Harris’ C4ISR business. The dual-channel radio can operate VHF/UHF and Link 16 simultaneously or run two channels of VHF/UHF, and can function as a VHF/UHF relay. “It fits squarely into the SALT domain,” Zoiss says. Although SALT is looking for a Link 16 SDR for the Apache, the Army also is putting some STTs on the Apache, according to Zoiss. Data from the test and evaluation of these units probably will be used by the service to formulate how they go forward, he thinks. There would be advantages to having an integrated solution like STT for the Apaches, and the SALT procurement has gone back and forth on the issue, Zoiss says. Having Link 16 and VHF/UHF radios in one box would simplify integration — with one chassis, one power supply and one set of connectors. The company is positioning the Harris Airborne Multiband Radio (HAMR) for the SANR buy. HAMR is the “back half” of the STT, with two channels of VHF/UHF. HAMR has not been fielded yet, but it is a “simple matter” to remove the Link 16 unit from the current configuration, Zoiss says. General Dynamics sees an opportunity for its small form fit (SFF) “B,” a two-channel HMS radio, in the SANR program. The radios already are planned for the Shadow UAV program as communications repeaters for the ground network, says Joe Miller, director of business development and strategy for General Dynamics’ C4 Systems. Because the SFF-B is intended for embedded in applications, it “has really lined up well with SANR requirements,” Miller says. Airworthiness certification for use on helicopters is not that great a bar, he says, because the radio is not flightcritical equipment. The Gen5 ARC-210 radio could also fit this space even though it is a single-channel radio, Brunk says. It can do cross-banding and transmit/receives over a second receive path built into the radio. SDR Challenges The No. 1 hardware challenge for SDR is size, weight and power (SWAP). SDR architectures dissipate a lot of heat and the availability of cooling on an aircraft is limited. Antennas are also a limiting factor since size depends on frequency. And analog-to-digital conversion is not as close to the antenna is designers would like. 28 Avionics Magazine February 2013

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But software is more of an issue, says Vik Patel, CEO of Datasoft, a developer of SDR technology and waveform-building tools. Software has a tendency to expand to consume the processor it runs on, and battery life depends on software efficiency. Also network monitoring and spectrum management issues have to be resolved, he says. There are also security challenges about information that could be leaked if the network was tapped into. The size of the pipes, the accessibility of information to multiple nodes and the kind of data sent over the networks “is still under a lot of scrutiny,” says Brunk of Rockwell Collins.

Spanish SDR Software-defined radio (SDR) is now an international phenomenon, with procurements in the European Union, India and elsewhere. Indra, a Spanish technology company, is developing a singlechannel data link SDR for unmanned air vehicles with Spanish government funding. At this time there are two versions. One is a High-Speed Data Link (HSDL) for transmissions such as real-time compressed video, says Alberto Quintana, a senior engineer with Indra. The second version is a High-Integrity Data Link (HIDL) suitable for the exchange of command and control and navigation information between a ground terminal and an airborne platform. HIDL can supply network capabilities for uplinked and downlinked data, such as platform commands, telemetry, digital voice for air traffic control purposes and narrow-band sensor data. The current solution uses Ku-band for the HSDL and C-band for the HIDL, Quintana says. It does not employ the Joint Tactical Radio System software environment or waveforms but rather uses a customized, light-weight environment targeted at airborne applications. —Charlotte Adams

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Photo courtesy Honeywell

product focus

Having proven their worth in business aviation to improve situational awareness, SVS systems are making in-roads in the general aviation and rotorcraft markets By Ed McKenna

s the technology gains greater acceptance in the business jet market, synthetic vision system (SVS) vendors are refining their offerings and looking to expand their user base. General aviation and rotorcraft markets are prime targets since the technology’s key attribute of improving the pilot’s situational awareness is on its own a selling point. Meanwhile, companies are still pressing efforts to gain operational credit that is significant enough to attract air transport customers and, eventually, build a system that combines synthetic and sensor data. The aviation industry sees synthetic vision no longer as “a novelty” but more

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as “something that is expected,” said Grady The four Honeywell displays include, from left to right, prototype combined enhanced vision system (EVS)/SVS, tradiDees, director of technitional primary flight display, navigation display and certified synthetic vision display on approach into Morristown, N.J. cal sales at Tucson, Ariz.based Universal Avionics Systems, which rolled out the first certified synthetic vision product for Part 25 aircraft about six years ago. This expectation is especially true of the new corporate jets, but the higher profile of the technology in forward fit is boosting greater interest in it in the retrofit avionics market as well, he said. In fact, companies are reporting that potential customers are increasingly specifically requesting synthetic vision. “The technology is very well received in the market; we have fielded thousands of systems with synthetic vision technology,” said Bill Stone, avionics products manager at Garmin. The company offers its Synthetic Vision Technology (SVT) on it G1000 cockpit and new G5000 and it is a standard feature on its retrofit G600 product. “It really does enhance situational awareness and gives (the pilot) a lot more confidence … (than) reading a couple of needles on a HSI.” “Our CEO likes to call it the sizzle on the steak … it is a piece that puts you ahead of the competition when you have it,” said Dees. The competition is a formidable lineup including Rockwell Collins, Honeywell and Cobham. Along with Universal Avionics and Garmin, all are reporting a boost in interest in their synthetic vision offerings. “It has been pervasively and enthusiastically embraced in the business jet market, and I sense (its appeal) is starting to move ‘up market’ … into regional systems… and even some air transport platforms,” said Craig Peterson, director, avionics and flight controls marketing for Rockwell Collins. www.avionicstoday.com

February 2013 Avionics Magazine 31

Photo courtesy Rockwell Collins

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

The technology is often getting into the cockpits of new business aircraft via avionics suites from companies, such as Rockwell Collins, Honeywell and Garmin. The growing use of these integrated cockpits may in fact be providing the foundation for its eventual use on new regional transport aircraft, such as Embraer CSeries regional jets, that have adopted the same avionics architecture “that is pervasive throughout corporate jet marketplace,” said Peterson. Along with the forward fit, there is also appeal in the aftermarket. But a retrofit for older aircraft can be a more complicated and costly proposition. The systems require mass storage capability and a significant amount of bandwidth and processing power, and the installations can be “rather invasive in an aftermarket application,” said Peterson. Still there is a market for the retrofit that Rockwell Collins and other companies are addressing. Garmin for example has reported solid sales of its G500 and G600 retrofit cockpit systems, the latter with synthetic vision technology as a standard feature. After a good year in 2011, sales of the retrofit cockpit displays have “remained pretty strong (and) we still see the overwhelming majority of flight displays (customers) opt to have synthetic vision,” said Jim Alpiser, director of aviation aftermarket sales for Garmin. “We continue to see strong growth in the retrofit special-mission market,” said Gordon Pratt, director of business development at Cobham Commercial 32 Avionics Magazine February 2013

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Systems, based in Mineral Wells, Texas. With operators facing tight budgets, “new aircraft are too expensive, so (they) are tending to modernize existing assets, particularly avionics.” As far as the different market segments are concerned, “we are not seeing a real change in the base of who buys this stuff … it is (still) primarily the corporate business jet (segment),” said Dees. However, Dees did call attention to a niche developing among owner operators of small general aviation aircraft, such as the Pilatus PC-12 NG; it is a niche that is gaining the attention from the different technology providers. A boost in situational awareness all by itself provides value to the owner operators who flying Part 23 or Part 23 Class 4 aircraft, said Peterson. These are operators who “are worried … (about pilot) workload and situational awareness (issues).” Last year, Honeywell made synthetic vision available to operators of the Pilatus PC-12 NG as an option on its Primus Apex flight deck, which is designed for single-engine turboprops through light jets. Operators of the PC-12 can get essentially the same SmartView synthetic vision that is available on Honeywell’s Primus Epic avionics found in much larger aircraft, such as the Gulfstream G650 and Dassault Falcon 900EX. “We try to provide it in different portions of the market, and it is really the same

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experience,” said Larisa Parks, vice president of marketing and product management at Honeywell. With Primus Apex, the company is leveraging the same architecture it designed for it Primus Epic, and “because they have that level of commonality, we can deliver synthetic vision to both of those platforms as a software upgrade,” Parks said. Primus Apex is also on Viking Aircraft Twin Otter 400 and China’s Y-12F, but only PC-12 includes the option of the synthetic vision now. SVS for Helicopters

Photo courtesy Garmin

The rotorcraft market has also shown “pretty significant interest (in synthetic vision),” said Dees, noting Universal had recently completed one display with synthetic vision installation for a foreign government application in rotorcraft and was working other rotorcraft programs. According to synthetic vision providers, the systems deployed on the helicopters are essentially the same as on fixed-wing platforms allowing for refinements to account for vibration and other environmental issues associated with special missions that the platforms may be used for, such as oil or ocean exploration, said Peterson. There are some obvious operational differences. Since they fly so close to the

Garmin’s Synthetic Vision Technology is integrated on the primary flight display (PFD) of the G1000 avionics suite. 34 Avionics Magazine February 2013

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ground, “they need to have a more precise awareness of the terrain, particularly obstacles that they are flying around,” said Sarah Barber, principle systems engineer, advanced concepts for Rockwell Collins. For this reason, there “is a slightly different utilization of the processing capability within synthetic vision system” and there tends to be more focus on a higher resolution terrain database, so that the terrain can be more accurately mapped, said Barber. “Because of the processing limitations, you won’t be drawing out that far ... so there is a trade-off between the resolution of the image and the virtual distance that will (be) drawn (in) that image,” said Barber. The types of missions operated by rotorcraft using, for example, low nap of earth flying, can actually create “a broader value proposition than the mission profiles that you see in fixed-wing corporate or transport platforms,” said Brian Jacobowitz, senior engineering manager, synthetic vision systems for Rockwell Collins. Meanwhile, Cobham has specialized in serving the military and special-mission market, supplying synthetic vision to both fixed-wing and rotorcraft. “The intuitive nature of SV provides tremendous safety benefits in these dynamic, low-altitude, high-workload operational environments,” said Pratt. The critical value of the technology is easily illustrated when seen in these more exceptional operating circumstances. For example, “in July 2007, a flight of three Part 135 air tour Twin Otters encountered reduced visibility in the Misty Fjords National Monument near Ketchikan, Alaska,” said Pratt. “According to the NTSB accident report, the weather deteriorated rapidly while they were flying amid rugged fjord terrain; (however) the two aircraft with SV successfully navigated the fjords to safety,” he said. Unfortunately, “the third aircraft, equipped with a color moving map, but no SV impacted terrain at 2,500 ft. MSL, killing all occupants.” “Our success has been in capability-driven markets rather than cost-driven markets, so our work tends to be in larger aircraft, both fixed-wing and helicopter,” said Pratt. “I believe ours is the only SV to be approved in all four classes of aircraft, Part 23, 25, 27 and 29.” Beyond these different market segments, companies are continuing the push to gain a foothold in air transport. Central to this effort is offering operators a tangible cost benefit through an operational credit for using the systems. Reducing the decision height for instrument landings from 200 to 150 or 100 feet would provide that benefit by offering, for example, the fuel savings gained from reducing the number go-arounds and diversions, said Parks. The issue is complicated and continues to be considered at the RTCA Special Committee 213, jointly with Eurocae WG-79, which has been tasked by FAA with developing minimum aviation system performance standards (MASPS) for synthetic vision and the range of Enhanced Flight Vision Systems (EFVS), Enhanced Vision Systems (EVS) and Combined Vision Systems (CVS). www.avionicstoday.com

February 2013 Avionics Magazine 35

Photo courtesy Universal Avionics

The group had in 2011 issued a MASPS, and in June 2012, “we published DO-341 for Enhanced Flight Vision Systems enabling an approach landing down to 300 feet RVR (runway visual range), and we have just started working on DO-315C, in which we intend to look at the SVS credit on LPV approaches,” said Barber. “With regard to getting extra credit on ILS, we at RockUniversal Avionics’ EFI-890R flat-panel integrated displays featuring the Vision-1 synthetic well Collins certainly vision system (SVS). have (technology) that is capable of achieving that operation to 150 feet,” Barber said. The company is now discussing with FAA doing a proof of concept. Rockwell Collins’ situation is unique since it alone among SVS providers to have certified the use of synthetic vision on the head-up display (HUD) on the new Global Express platform, essentially fulfilling the requirements of FAA Order 8400.13D, which governs the operation of getting extra credit for ILS. “It has no restrictions and can be used even down to CAT 11,” Barber said. The key issue is that operators required to have a CAT11 crew and CAT 11 able aircraft to use synthetic vision to get down to 150 feet. Rockwell is working with FAA to establish new guidelines eliminating the need for those requirements. “We believe that this can be done basically with CAT 1 training and maintenance with the additional training for low visibility operations,” freeing the operator from applying “those onerous CAT 11 type programs,” Barber said. Meanwhile, Honeywell said it working with FAA on the certification of the SmartView for lower landing minimums, said Parks. The company is eying an evolutionary process with an initial reduction from current 200 to 15O feet “because I do think that if we can get down to the 150 feet decision height, we can deliver quite a bit of benefit to operators, especially at CAT 1 airports.” The company, like the others, is providing SVS heads down and sees its Enhanced Ground Proximity Warning System (EGPWS) database at the heart of its SmartView system as a key advantage. 36 Avionics Magazine February 2013

www.avionicstoday.com

Despite all of the heated action, there are those who do not see a big role for SV in air transport. “SV solves problems not faced by commercial air transport operators,” said Pratt. “They tend to fly above the weather on regular routes and they don’t have a CFIT (controlled flight into terrain) problem, (and) to change display systems, they have to retrain pilots and check pilots, change simulators, training materials, and procedures, and equip an entire fleet for consistency,” he said. “This is cost-prohibitive when they don’t have a problem that can be solved by SV.” Instead of a solely synthetic vision system, “I have maintained that EV/SV fusion is the holy grail,” said Pratt. This system combining sensor data on an enhanced vision system and synthetic information is on the to-do list of many of the synthetic vision providers. Honeywell has been working its combined system for years. “It is on our road map, so it is certainly part of the pipeline,” said Parks. “We are really excited about it although right now … we are focused on bringing the synthetic vision lower landing minimums … down to the 150 feet height … because we think there are a lot of operators that will immediately benefit,” said Parks. In the meantime, “we are planning for our next release to have some new place symbology; we have got the range markers that actually provide to the pilots a real subtle view of where things are and the distance to certain things like mountains, lakes or runways,” said Parks. Rockwell is also “looking at the fusing of synthetic vision with the real time sensors,” said Barber. With the certified system on the Global Express, the pilot today can “select either synthetic … or enhanced (vision), but we are working on an intelligent fusing of those two images to provide the pilot with the best possible image depending on their location relative to the runway end.” The company is also working on “what we call the surface guidance system on the HUD,” said Barber. “Right now we have an application called the airport surface moving map which is a database driven application” and very detailed, and the plan is to take that technology up to HUD giving the pilot an egocentric synthetic vision like presentation all of that information overlaid on the view of the outside world, “so whether you are taxiing around on sunny day or in 500 feet visibility you can have that taxiway laid out for you exactly where you need to go,” said Barber. Next month: Antennas Avionics Magazine’s Product Focus is a monthly feature that examines some of the latest trends in different market segments of the avionics industry. It does not represent a comprehensive survey of all companies and products in these markets. Avionics Product Focus Editor Ed McKenna can be contacted at [email protected]. www.avionicstoday.com

February 2013 Avionics Magazine 37

new products BGA Packages Data Device Corp. (DDC), based in Bohemia, N.Y., introduced Mil-Temp versions of its Micro-ACE TE and TotalACE Mil-Std-1553 BGA packages for use in extended temperature applications. The systems function in an operating temperature range of -55ºC to +125ºC. These versions are offered in addition to the standard temperature components and share the same dimensions and pinout configurations, the company said. The Micro-ACE TE terminals integrate 1553 protocol, memory and transceivers in a small plastic BGA package, the company said. The Total-ACE further integrates 1553 transformers to offer a complete solution for one dual redundant Mil-Std-1553 channel. Visit www.ddc-web.com.

38 Avionics Magazine February 2013

www.avionicstoday.com

quarter of 2013, the Asia Pacific office Astronics Corp., based in East Aurora, will further support Universal’s customer N.Y., received an amended Supplemenbase in areas including Thailand, Japan tal Type Certificate (STC) expanding the and Australia. Additionally, the Asia number of Beechcraft King Air aircraft Pacific Office will be a dedicated sales that can be equipped with the Astronics and support base with local representaMax-Viz-1500 enhanced vision system to tives. This office will support flight deck include all King Air models The leading manufacturer of Avionics Test equipped with any video& Simulation Products for all applications capable multifunction disRight on Target play (MFD). STATUS T H The amended FAA STC G I FL expands the number of ME ON T I 3 5 5 1 Max-Viz-1500 videoRO P BA. P ME ON T I capable MFDs to include 9 2 4 RO Garmin’s G500, G600 and P BA. P ME ON T I 4 6 6 G1000, Avidyne’s Entegra RO P BA. P ME ON T I Release 9, Universal Avion0 1 9 3 RO P BA. P ics’ 890R, and any other ME ON T I 5 2 8 video-capable MFD. In G. . . RO AR DIN P BA. P O B W NO addition, King Airs with vidFC O R P . P BA ME eo-capable electronic flight ON T I bags are compatible with Astronics Max-Viz-1500. Previously, the AstronAIM Office Contacts: PBA.pro software - takes you where you need to be for all ics Max-Viz-1500 was AIM USA - Trevose, PA your Avionics Databus Test, Analysis and Simulation needs. only available on King Airs tel: 267-982-2600 email: The PBA.pro - a Modular, Scalable and equipped with Rockwell [email protected] Integrated solution for a wide range of Collins Pro Line 21 avionAIM UK - High Wycombe avionics test applications. From stand tel: +44 1494 446844 ics. Visit www. email: alone Databus Analyzers right up to [email protected] Test Benches or Avionics Integration/ astronics.com. Amended STC

AIM

Get on Board!

Satellite Office

Universal Avionics Systems, based in Tucson, Ariz., will open a new satellite office in Singapore. Slated to open the first

AIM GmbH - Freiburg Simulation facilities. tel: +49 761 45 22 90 email: PBA.pro - testing for the future - Today! [email protected] AIM GmbH - München tel: +49 89 70 92 92 92 email: [email protected]

www.aim-online.com

www.avionicstoday.com

February 2013 Avionics Magazine 39

new products retrofit and OEM projects in work in the region, the company said. Visit www.uasc.com. HGS App

Rockwell Collins unveiled HGS Flight, a new app that lets users experience the company’s Head-up Guidance (HGS) with synthetic vision on an iPad. The free app will be available for download in the Apple iTunes App Store. The company said the app lets users simulate flights using real-life advanced features that enable more precise flying, including an approach guidance cue, speed error tape and acceleration caret. The app also features synthetic vision to allow users to see a virtual view of terrain despite any weather condition, the company said. The videogame-style app offers a “career” mode to build HGS skill, and a “challenge” mode where users can define settings such as visibility and wind if they already are experts. Visit www.rockwellcollins.com.

offices are the second round of global offices to open for the company. The initial Satcom Direct International office was opened in May 2012 in Farnborough, U.K., to provide European customers with physical access to Satcom Direct’s avionics and testing lab, training facility and support services for pilots, flight operations and maintenance staff. Visit www.satcomdirect.com. Avionics Shop

Duncan Aviation has partnered with Flightcraft in the opening of a new satellite avionics shop in Portland, Ore. The Duncan Aviation avionics shop in Portland is staffed with fully certified technicians and have full avionics line services and avionics installations capabilities. Flightcraft supplies airframe services for Citation 500 series and is a Hawker/Beech authorized service center for the Hawker 125 series, King Air series, Beechjet and Premier. Visit www.DuncanAviation.aero.

Sales Offices

Designated Dealer

Satcom Direct opened international offices in Montreal, Canada; Sao Paulo, Brazil; and Dubai, United Arab Emirates. All of the new international offices will provide sales and technical support for Satcom Direct services to customers located in or visiting these locations, and the Dubai office offers a small avionics and testing lab and training facility. The new Satcom Direct International

Soloy Aviation Solutions, based in Olympia, Wash., is designated as a Cobham/S-TEC dealer. Soloy is authorized for autopilot, displays and HeliSAS systems in Cobham’s line of avionics products. Cobham autopilots are STC’d for more than 1,200 fixed wing and helicopter models with more than 35,000 systems installed worldwide. Visit www.soloy.com.

40 Avionics Magazine February 2013

www.avionicstoday.com

G500H STC

Distributor Agreements

Kitchener Aero Avionics, based in Kitchener, Ontario, Canada, was awarded a supplemental type certificate (STC) for installation of the Garmin G500H flight display system on a Eurocopter EC-120. Features of the system include Helicopter Synthetic Vision, an Altitude Heading Reference System and Air Data. Also STC’d in the EC-120 were the Garmin GDL-69/69A XM Weather DataLink, an Avidyne TAS-605 Traffic Awareness System, and a Honeywell KRA-405B Radar Altimeter system. All of these additional systems are controlled by and displayed on the G500H. Visit www.kitcheneraero.com.

Carlisle Interconnect Technologies, based in St. Augustine, Fla., said two connector distributors — Richardson RFPD, based in LaFox, Ill., and RFMW, Ltd., based in San Jose, Calif. — have inventory and full design support capabilities for Carlisle’s TMP and WMP Push-on Connector Series. The TMP connectors are designed to provide a blind-mateable solution for high power applications. The TMP interface is ideal for design in radar, missile and satellite systems, as well as commercial applications, according to the company. The WMP series offers a small form factor push on blind-mate solution for high frequency applications like military

www.avionicstoday.com

February 2013 Avionics Magazine 41

new products radios, electronic countermeasure, and test and measurement, from DC to 100 GHz, the company said. Visit www.CarlisleIT.com. Flight Planning

Boeing subsidiary Jeppesen introduced Jeppesen FlitePlan Online, a Web-based flight planning system for business aviation operators. Jeppesen FlitePlan Online for business aviation operators includes intelligent routing, weather and weight and balance capabilities based on an operator’s exact aircraft configuration. The system also stores all relevant flight planning data in a single online resource, allowing for repeatable flight planning operations and decreased pilot workload, the company said. The Jeppesen FlitePlan Online solution for business aviation operators is accessible through the MyJeppesen.com web portal. Visit www.jeppesen.com. Software Update

Garmin, based in Olathe, Kan., announced the availability of GTN software version 3.0, a free software update that brings expanded features and capabilities to the GTN series touchscreen avionics. The new features include display support for weather radar, advanced automatic dependent surveillancebroadcast (ADS-B) capabilities, world-

42 Avionics Magazine February 2013

wide connectivity, cross fill with the GNS 430W/530W series and geo-referenced FliteCharts. The latest GTN software also incorporates other improvements such as the ability to graphically edit direct-to legs, the ability to sort airway exit points geographically, bigger, bolder, and relevant airspace with the Smart Airspace feature, the ability to toggle off and on certain European airspaces and TCAD traffic display, the company said. GTN software version 3.0 has received Approved Model List Supplemental Type Certificate approval. Visit www.garmin.com. Flight Planning Upgrades

Lufthansa Systems added Lido/Flight Winds for visualizing flight paths and other information to its Lido/Flight flight planning system. This enhancement enables airline dispatchers to better monitor active flights until landing and to offer support to pilots when necessary, according to the company. Lido/Flight calculates the most efficient route for each flight from possible combinations while taking all current flightrelated data into account, which makes it possible to optimize routes in terms of costs, flight time or fuel consumption, Lufthansa said. Visit www.LHsystems.com.

www.avionicstoday.com

tackling the challenges in avionics:

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

SINGLE SKY MANY PLATFORMS

Invitation to Attend

A visit to the premier event for the global commercial and defence avionics industry can help improve your business opportunities

www.avionics-event.com

Early Bird Discount - Register by 20th January 2013 for Savings

Owned and Produced by:

Presented by:

Gold Sponsors:

Sponsor:

Media Partners:

Supporting Organisations

Welcome to Avionics europe dear colleague, This is Your Invitation to the leading event for global commercial and defence avionics. Avionics Europe is the annual event that provides you the opportunity to update your knowledge and skills and understand the evolution in the industry, to be better prepared for the future. In one of the most innovative industries, commercial and defence avionics is always evolving, looking to stay ahead of the game and meeting new standards. Keeping up with the changes in technologies and future industry strategies is also a challenge. This mutli-faceted event offers something for everyone involved in avionics, with a great exhibition floor, conference sessions, exhibitor presentations and forums delivered by some of the industry’s leading bodies, Avionics Europe brings the industry together to discuss the important issues of the day. The exhibition will showcase leading and state-of-theart technologies and products displayed by around 80 exhibitors from Europe and around the globe and will welcome leading associations and media from across the sector. Avionics Europe is a great opportunity to discover what’s new and up-and-coming in the world of commercial and defence avionics. The conference programme, designed to deliver high quality content for avionics engineers, technicians, project managers, R&D consultants, systems integrators and pilots, contributions from key industry players, including Airbus, Boeing, Honeywell, Rockwell Collins, Thales Avionics and many more and leading international speakers, will give you the latest perspectives from across Europe and beyond. Avionics Europe enjoys the full support of leading industry organisations, including BavAIRia, the Association of European Airlines, SESAR Joint Undertaking, EuroControl, EUROCAE, German Society for Aeronautics and Astronautics (DGLR), Technical University of Munich and Royal Aeronautical Society (RAeS).

If avionics touches your business or work, you cannot afford to miss Avionics Europe. The event will enable you to make important connections that are key to success in the European and global commercial and defence avionics industries. We look forward to welcoming you to Munich. courtney howard conference director You can register for Avionics Europe online at www.avionics-event.com

5 rEasons to visit avionics EuropE: 1.

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

2.

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

3.

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

4.

nEtwork – with your peers and industry professionals.

5.

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

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

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

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

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

How To Register Choose from 4 simple ways to register for Avionics Europe conference and exhibition. • • • •

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

Early Bird Discount - Register by 20th January 2013 for Savings Free entry to THE exhibition Entry to the Exhibition Hall is free of charge to trade visitors and includes access to the Industry Forums, Exhibitor Presentations, Opening Keynote Session, Networking Reception and Pre-Event Networking Lecture Conference Discount for Association Members If you are a member of one of the following associations, benefit from a 20% discount on conference delegate fees: • • • • • • •

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

THURSDAY 21st FEBRUARY 2013

WEDNESDAY 20th FEBRUARY 2013

Programme at at a Glance

10.30 - 12.30

TRACK 1

TRACK 2

FORUMS

COMMUNICATION & DATACOMM

GLOBAL MARKET CHALLENGES FOR AVIONICS

Bavairia

12.30 - 14.00 14.00 - 15.30

LUNCH BREAK PERFORMANCE - BASED NAVIGATION

SOFTWARE DEVELOPMENT

15.30 - 16.00 16.00 - 17.30

08.30 - 10.00

COFFEE BREAK SURVEILLANCE (Air & Ground)

SOFTWARE CERTIFICATION

TRACK 1

TRACK 2

COCKPIT CONTROL & DISPLAYS, EFBs

SAFETY & SECURITY

10.00 - 10:30 10.30 - 12.30

DGLR/RAES

Coffee Break PANEL DISCUSSION: HEADS UP vs HEAD Down

RETROFITS, UPGRADES & DERIVATIVES

12.30 - 14.00

14.00 - 16:00

EUROCONTROL

AEA/SESAR JU

LUNCH BREAK

HELICOPTER TECHNOLOGIES

REMOTE PILOTED AIRCRAFT SYSTEMS(UNMANNED AERIAL SYSTEMS/VEHICLES)

Exhibition Times Wednesday 20th February Thursday 21st February

10:00am – 19:30pm 9:30am – 17:00pm

Opening Keynote Open and FREE of charge to all Wednesday 20th February

9:00am – 10:00am

Networking Reception Wednesday 20th February

17:30pm – 19:30pm

Forums & Exhibitor Presentations Open and FREE of charge to all throughout the exhibition opening hours

EUROCAE/ SESAR JU

Forums & Exhibitor Presentations Forums Avionics Europe is delighted to have teamed up with some of the industry’s leading bodies and associations who will be running a series of Forums. The Forums are held on the exhibition floor and FREE to attend to registered visitors:: Wednesday 20th February

Thursday 21st February

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

10:30am – 12:30pm - Association of European Airlines & SESAR JU An Update on SESAR from the Airlines Perspective

2.00pm – 3.30pm – EuroControl Deployment – Single European Sky Datalink and Surveillance Regulations

2:00pm – 3.30pm – EUROCAE & SESAR JU Avionics Standards and SESAR

4.00pm – 5.30pm – DGLR / RAeS UAV Mission Avionics

Exhibitor Presentations Avionics Europe will be running a series of exhibitor presentations providing you with a more in-depth look into the technologies and solutions from some of our exhibiting companies. Exhibitor presentations are held on the exhibition floor and FREE to attend to registered visitors: WEDNESDAY 20TH FEBRUARY

Thursday 21st February

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

10:00am-10:35am - HR SMITH Search and Rescue 10:45am-11:20am - Rohde & Schwarz Airborne Radio Communications

11:15am-11:50am - SYSGO AG MILS-Related Information Flow Control in the Avionic Domain: Software Architectures and Verification

11:30am-12:05pm - TechSAT GmbH All-in-One, The integrated Data Loading Solution.

12:00pm-12:35pm - TE Connectivity Next Generation Avionics Interconnects

12:15pm-12:50pm - GE Intelligent Platforms Design of Avionics Interfaces for Maximum Longevity and Long Term Support

2:00pm-2:35pm - Esterline CMC Electronics Wingwatch for Wide Body Aircraft: New System to Prevent Wingtip Collisions

2:10pm-2:45pm - UTC Aerospace Systems Title to be Confirmed

2:45pm-3:20pm - Rapita Systems Ltd. DO-178B/DO-330 Tool Qualification: Test Effectiveness for WCET Analysis Tools 3:30pm-4:05pm - Green Hills Software Using Time-Variant Unified Multi-Processing (tuMP) to Address Real-Time Multi-Core Certification Issues 4:15pm-4:50pm - Rohde & Schwarz Airborne Radio Communications 5:00pm-5:35pm - Presagis Software Certification Considerations Under ARINC 661

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

exHibitor list

list of ExhiBitors, as of 20 novEMBEr 2012, includE: Exhibitor

booth

AbsInt AngewAndte InformAtIk gmbH AIrbus AIteCH sYstems Ltd ALt softwAre InC AsHteCH, A trImbLe CompAnY Atego AVd sYstems Ltd AVIonICs InteLLIgenCe bArCo AVIonICs bAV AIrIA CArLIsLe InterConneCt teCHnoLogIes CAssIdIAn Ces - CreAtIVe eLeCtronIC sYstems sA deLtAVIewLAb - CreAtors of stAndArd AttItude dIstI CorporAtIon dspACe gmbH eLbIt sYstems AerospACe ensCo AVIonICs estereL teCHnoLogIes esterLIne CmC eLeCtronICs euroAVIonICs ge InteLLIgent pLAtforms green HILLs softwAre HIntsteIner group Hr smItH group of CompAnIes InstItute of fLIgHt sYstems dYnAmICs And pArtners of JLr, tum LdrA

Exhibitor

d22 C11 d4 d8 b12 C17 d27 b26 e4 d16 e15 C11 e8 b8 d14 C12 C20 e11 d20 C6 d2 e10 e5 C16 C25

booth

mAtt bLACk sYstems mbs eLeCtronIC sYstems gmbH men mIkro eLektronIk gmbH mILItArY AerospACe eLeCtronICs mICCAVIonICs noLAm embedded sYstems nortHrop grummAn LItef gmbH pennweLL InternAtIonAL presAgIs europe QInetIQ rApItA sYstems roHde & sCHwArz serVometer® sItAL teCHnoLogY Ltd somACIs spA sYsgo te ConneCtIVItY teCHsAt teLedYne LeCroY tHALes AVIonICs ttteCH ComputerteCHnIk Ag unIVersItAt der bundesweHr munCHen InstItute of fLIgHt sYstems utC AerospACe sYstems VeCtor InformAtIk gmbH VerIfYsoft teCHnoLogY gmbH VeroCeL wInd rIVer

b3 C2

Exhibition opening hours

DELEGATE RESTAURANT

Wednesday 20th February 10:00 – 19:30 B32

B28

B31

B30

B29

C26

C25

C24

D28

D27

D26

E27

E26

Thursday 21st February 09:30 – 17:00

B27

PENNWELL B26

C23

D25

D24

C22

D23

D22

Entry to Exhibition is free of charge to trade visitors FORUMS

B24

B23

B21

B20

EXHIBITOR PRESENTATIONS

C20 C17

C19 C16

D20

D19

D17

E21

D16

E17

E16

E15

E14

E13

E12

E11

E10

B18 B17

B16

B15

B14

B12

B11

B10

B9

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B6

B5

B2

B1

B4

B3

C15

C15 C12

B8 C7

D14

C11

C9

C8

C6

C4

C2

D11

D9

D8 D6

D5

D10

D7

E8

D4

D2

E5

D1

E3

E4

E2

E1

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

C26 d26 d11 b26 b1 b27 C8 b26 b18 e27 d28 e17 C23 b30 C24 d19 d17 d6 C22 C4 d5 b4 e14 d10 b14 C15 C9

Event Highlights Opening Keynote Session Wednesday 20th February 2013 9am – 10:00am - - - -

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

Networking Lecture Tuesday 19th February 2013 7.00pm Technical University of Munich / Technische Universitaet Muenchen A great way to start the 2013 Avionics Europe conference and exhibition. Full details on this exciting lecture can be found at www.avionics-event.com Networking Reception Wednesday 20th March 2012 5.30pm – 7.30pm on the Exhibition Floor The Avionics Europe networking reception is an ideal opportunity for you to continue business discussions or just relax at the end of a busy day. You are cordially invited to attend and enjoy a selection of canapés and drinks, and you are welcome to bring your colleagues, clients and prospective business partners. The Networking Reception is open to all and is free of charge.

Partner Programmes Airline Partner & Government Agency Programmes If you are an industry professional working for an airline or operator, or from the Ministry of Defence or Government Agency, then you could benefit from being part of our Airline Partner or Government Agency Programme, including VIP access to all areas, designed to make your attendance to Avionics Europe easy and more enjoyable. For more information or to register online visit: www.avionics-event.com/airlinepartner or www.avionics-event.com/governmentagency For full details and to register online visit www.avionics-event.com

Conference and Exhibition Date: 20-21 february 2013 Venue: m.o.C. event Centre Location: munich, germany www.avionics-event.com to register, please complete the registration form below and return.

Registration Form 1. Fax:

3. Mail:

4. Email

Pennwell Avionics Europe 2012

Complete this form

Toll-Free (US only):

P.O. Box 973059

and email to:

+1 888 299 8057

Dallas, TX 75397-3059 USA

[email protected]

Direct: +1 918 831 9161

2. Website: www.avionics-event.com

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what best describes your involvement in the decision to purchase/services ? (Choose all that apply) o 01 Design o 02 Specify o 03 Purchase o 04 approve o 05 Recommend o 06 Evaluate o 07 not Involved

what is the nature of your business? (Choose one) o 08 Commercial operator/Major/Regional/ Commuter/Cargo o 11 Business/Corporate operator o 01 aircraft Manufacturer o 02 avionics Systems Integrator o 03 avionics Subsystem Components Manufacturer o 05 test/atE/avionics Support o 09 avionics Software o 10 Fixed Base operator o 06 Maintenance, Repair & overhaul (MRo) o 12 Distributor/Dealer/Shop

what is your primary job function ? (Choose one) Engineering o 03 avionics/Electronics Engineer o 10 Research & Development o 12 other Engineering

individual full conference (Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Forums, Exhibition, Networking Reception, Coffee Breaks and Lunch) o Paid before 20 January 2013 .......................................................................€920 o Paid on or after 20 January 2013 ................................................................€980 individual day delegate o Individual Delegate (Single Day Registration)............................................€705 (Includes access to Conference, Forums on the day, Exhibitor Presentations, Exhibition, Coffee Breaks and Lunch on the day) o Wednesday 20th o thursday 21st student full delegate (student i.d. required) (Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) o Student Full Conference ................................................................................€100 Exhibitor full conference (must be an exhibiting company) (Includes 2-day Conference, Forums, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) o Exhibitor Full Conference ................................................................... €490

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Engineering Management o 02 Program/Project Management o 04 avionics/Electronics Engineering Manager o 06 operations Management o 13 Research & Development Management o 14 other Engineering Management Executive Management o 01 Corporate Management o 05 Procurement/Purchasing Other Avionics Professionals o 15 avionics Maintenance Supervisor o 16 avionics technician/Mechanic o 08 Government o 07 Military o 17 Pilot o 09 Consultant o 11 Sales & Marketing

corporate plan For 3 or more delegates, enjoy a 33% discount on each delegate place.

(Includes 2-day Conference, Forums, Conference Proceedings Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

o a. Corporate Plan (Group of up to 3 Delegates) ......................€1960 (Save 33%) o b. Corporate plan (Group of up to 6 Delegates) ......................€4715 (Save 33%) o c. Corporate Plan (Group of up to 9 Delegates) ......................€7050 (Save 33%) association full conference (Includes 2-day Conference, Forums, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) Please indicate the Association you are registering under ............................€785 o Bavairia o dglr o raes o sEsar Ju o aEa o EurocaE o iEt o Edta o Bdli o Exhibit floor visitor only………………………………….......................FREE (Includes Keynote, Exhibitor Presentations, Exhibition, Networking Reception) lunch tickets o Weds 20th o thurs 21st ........................................................................................€35 o conference proceedings only ........................................................................€100

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

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Credit Card Number Expiry Date Full Name (as it appears on card): Card Holder Signature: Payment must be received prior to the conference. If payment is not received by the conference date, the registration fee must be guaranteed on charge card until proof of payment is provided. Make check payable to Pennwell International/Avionics 2013.

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

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February 2013 Avionics Magazine 43

white paper

What Can Re Do for iPad By Luke Ribich, ASIG

pple’s iPad is a revolutionary device to the aviation industry. So much so that, 2012 marked the year of the “iPad Cockpit Invasion.” Many major airlines, including American Airlines, Alaska Airlines and United Airlines, have already deployed iPads to their pilots, with nearly all those who haven’t yet laying plans to do so soon. Pilots now routinely look to these affordable commerical-off-the-shelf (COTS) devices for information that used to reside exclusively in paper format. Every day, more and more iOS apps are created to help streamline processes that once were on paper. Imagine what could be done if it were possible to stream real-time flight data into interactive iOS Apps. How dramatically could this revolutionize the industry? This isn’t a dream for the far-flung future; it is possible now. As our team at Avionics & Systems Integration Group (ASIG) has been building the infrastructure to stream flight data to the iPad, we have been amazed at the ever-expanding potential of connecting iOS devices with the airframe. Connecting iPads to the airframe, and accessing real-time data, opens up a new level of innovation potential for airlines and app developers. ➤ Affordable FOQA/FDM Programs: Until now, the costs of implementing Flight Operational Quality Assurance (FOQA)/flight data monitoring (FDM) programs have been prohibitive, largely due to the costs of aircraft equipage and technical infrastructure establishment to use the data collected from aircraft systems and sensors. With iPads connected directly to the airframe, data can be gathered during flight, and then transmitted over traditional IP infrastructure. Because this can be done at a lower cost than traditional quick access recorder (QAR) systems, while also minimizing file transfer sizes, prohibitive adoption expense is no longer the roadblock to better efficiency and progress. Besides diminishing the overall cost of adoption, with a FOQA/FDM program Photo courtesy ASIG

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eal-Time Data EFB Apps? in place, airlines could also employ a series of other efficiency-gaining programs, including more effective training programs based on a pilot’s actual flight data, which would build a means of establishing crew-derived remedial action through FOQA/FDM data monitoring. The availability of FOQA/FDM data in this way provides enhanced crew resource management (CRM) training by allowing the visual reconstitution of flights, providing flight crews with a better visual understanding of what led to hazardous flight situations. This would also translate into real business benefits — increased fuel efficiency, decreased environmental infringements, and fewer flight operations violations and fines for noise level restrictions, to name just a few. ➤ Lower Operating Costs: Airlines are looking for practical ways to reduce operating costs, like every smart business operating today. Streaming real-time data to the iPad will create many new ways of doing that. Fuel burn reduction is a

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great example. Through both better training as a result of FOQA/FDM analysis, and airframe weight reduction, from replacing heavy publications and flight data terminals with lightweight COTS devices and lighter weight installation provisions, the bottom line on fuel gets healthier. Recorded data captured by the iPad also empowers operators to leverage operational and performance data to improve maintenance efforts and efficacy. Enhanced engine trend monitoring helps reduce engine maintenance costs. Airframe lifecycles are extended through improved operational training based on FOQA/FDM. Spare part inventory can be reduced based on analysis of vibration and hard landing data. The multitude of small efficiency improvements adds up quickly, and translates into better and better financial figures to report for airlines. ➤ Reduce Compliance Risk and Fees: Aircraft operators face growing regulatory compliance risks. To mitigate many of these, a connected iPad, and its apps, in the hands of pilots would help identify things like potential risk and current safety margins, such as rejected takeoffs, hard landings and unstable approaches. This data can also be leveraged to help avoid divergence of company published/CAA accepted standard operating procedures. These new, interconnected apps would also include features that enhance compliance with ICAO Annex 6 mandates for FDM and SMS implementation. They could extend to enhance situational awareness, and reduce pilots’ workloads while improving crew resource management. Aside from the countless areas of operational improvement made possible by technology like this, both Apple’s and ASIG’s development frameworks and software development kits (SDK) make iOS app development quick and easy for operators to spec. That means rapid development cycles of highly customized solutions, which bring a high degree of vertical and horizontal alignment to enterprise clients with divergent management, business or organizational objectives. ➤ Enhance Dispatch Awareness Readiness: With electronic distribution of data to iPad apps, pilots arrive flight ready, with mission plans and updated company, regulatory and other required reference materials. Apps are continually being developed which provide a more accessible means for pilots to conduct pre-flight briefings and post-flight analysis. This allows operational managers to achieve higher profits, lower operating costs and greater flexibility. ➤ Increase Crew Situational Awareness: Access to real-time data inside iOS apps provides pilots with embedded NOTAM detail within charting applications. Today’s apps also provide electronic, scalable and rapid reference for short, medium and long-range flight transitions, with airspace restrictions. This allows pilots and Mission Operations Control Center personnel to highlight 46 Avionics Magazine February 2013

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changes from the baseline, and determine when non-standard, unusual or basically unsafe circumstances occur in flight operations, such as increases in above rates, new events and new locations. Connected apps help establish a pilots expectation relative to the frequency of operational occurrences, along with data necessary to make informed estimates of the level of risk present. That way, the pilots can determine if aircraft risk level is acceptable, enabling pilots to be better, more informed decision makers. Let’s say a new ATC published approach has introduced high rates of descent that are approaching the threshold for triggering ground proximity warning system (GPWS)/ terrain awareness and warning system (TAWS) warnings. With the right connected apps, pilots would be able to anticipate, and take necessary action, far earlier in the flight operations process. Due to continuing training relative to trend analysis, pilots would better understand the effect of the newly published descent on the aircraft’s performance. Luke Ribich is the managing director of the flyTab team. He is also managing partner of Avionics & Systems Integration Group (ASIG), of Little Rock, Ark. ASIG’s flyTab hardware and software system, which has been certified by FAA and Apple, integrates multiple avionics data buses with real-time data viewing and recording on the iPad. (flyTab is a registered brand of ASIG, developed in partnership with Shadin Avionics and AppOrchard.) For more information, visit www.flytab.aero or www.asigllc.com.

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February 2013 Avionics Magazine 47

aeec by Paul Prisaznuk

Busy Year for AEEC in 2013 he AEEC continues to create value for the airlines, aircraft manufacturers, avionics suppliers and other stakeholders by establishing common technical standards and shared technical solutions that no one organization could develop on their own. Last year, AEEC meetings were attended by more than 2,500 engineering professionals representing more than 60 airlines and 200 industry suppliers from nearly 40 countries. The AEEC has planned an ambitious schedule for 2013, highlighted by the AEEC General Session to be held April 22-25 in Orlando, Fla. The meeting has a long tradition of collaboration and teamwork, including close coordination with the Avionics Maintenance Conference (AMC). In 2013, AEEC will provide leadership to the aviation community by responding to aircraft development programs, major retrofit programs and regulatory requirements that drive avionics development. AEEC meetings cover a broad range of technical topics, as identified by airlines and the AEEC Subcommittee. AEEC meetings are open to all parties. Today more than 10,000 commercial and regional aircraft around the world rely on standards prepared by the AEEC. The product of this activity is reflected in the many ARINC standards, all a testimony to the long-standing commitment from the aerospace organizations and the many individuals that serve in AEEC leadership roles. ➤ AGIE/MAGIC Subcommittee: This activity develops standards for Air/ Ground Information Exchange and the Manager of Air/Ground Interface Communication (AGIE/MAGIC), including aircraft data networks, routers, file servers and related systems. The focus is to connect the aircraft to the airline ground infrastructure in a way that facilitates the management and transfer of large amounts of operational and administrative information using Internet Protocol (IP). Flight operations data, maintenance data, software data loading and cabin services will be supported. ➤ Air-Ground Communications System (AGCS) Subcommittee: The goal of the AGCS subcommittee is to ensure current and emerging air-ground communication systems are specified based on airline operational requirements and defined for cost-effective implementation based on existing and anticipated aircraft architectures. It is focused on developing standards for SwiftBroadband connectivity. ➤ Aeronautical Data Bases (ADB) Subcommittee: This activity is

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responsible for the standardization of the aeronautical data base structures for airport surface data, terrain data and obstacle data. The ADB Subcommittee works in conjunction with RTCA SC-217. ➤ AOC Standardization Subcommittee: A standardized set of Airline Operational Control (AOC) messages are defined by this activity. The messages are defined independent of the medium. The AOC messaging application can by hosted on an Electronic Flight Bag (EFB). The message types are common to all types of operations. They are intended to be used by multiple airlines on multiple aircraft types. ➤ Application/Executive (APEX) Subcommittee: This activity is responsible for developing software interface standards for Real-Time Operating Systems (RTOS) used with Integrated Modular Avionics (IMA). ARINC Specification 653: Avionics Application Software Standard Interface defines a standard interface between avionics application software and the software operating system capable of providing RTCA DO-178B, Level A service. ➤ Cabin Systems Subcommittee (CSS): This activity develops cabin and in-flight entertainment standards, defining cost effective and valuable network infrastructure for the airlines to offer news and entertainment. This includes interface standards to allow airlines to implement their preferred systems for their passengers. Cabin communications, interface protocols and connector standardization are integral parts of this activity. ➤ Cockpit Display Systems (CDS) Subcommittee: This activity develops the flight deck display interface standard for primary display systems and their interface to avionics equipment (e.g., communication, navigation, and surveillance systems). ARINC Specification 661 is intended to support new airplane development programs for air transport, regional, general aviation, military and rotorcraft. The updates will ensure growth for CNS/ATM applications that provide advanced operational concepts increasing aviation safety, capacity and efficiency. ➤ Data Link Systems Subcommittee: The Data Link Systems Subcommittee develops standards that promote reliable, uniform and cost efficient transfer of data between the aircraft and various locations on the ground. These standards cover the existing ACARS and the emerging Aeronautical Telecommunications Network (ATN) as defined by the ICAO SARPs. Ground locations include civil aviation agencies, manufacturers of avionics and engines, data link www.avionicstoday.com

February 2013 Avionics Magazine 49

aeec by Paul Prisaznuk

service providers, weather In 2012, AEEC meetings were attended by providers and departments more than 2,500 engineering professionals within the airlines such as payroll, representing more than 60 airlines and 200 maintenance, operations, industry suppliers from nearly 40 countries. engineering and dispatch. ➤ Data Link Users Forum: The Data Link Users Forum is a coordinating activity among airlines and cargo carriers, data link service providers, aircraft manufacturers, avionics manufacturers and others. It focuses on technical issues of mutual interest to operators. The discussions lead to the identification and resolution of numerous issues that collectively improve data link performance. The product of this activity assures operators received significant operational and economic benefits of air/ ground communication services. This activity provides input on the direction and schedule of new Air Traffic Service (ATS) data link programs. ➤ EFB Subcommittee: The EFB Subcommittee is developing hardware and software standards for the EFB, including hardware installation standards as well as software application standards. This is a rapidly evolving technology with wide-ranging applications. Development of an Aircraft Interface Device standard was commissioned this year. Airlines, airframe manufacturers and EFB suppliers are expected to benefit from reduced EFB integration costs. ➤ EFB Users Forum: The EFB Users Forum is a joint activity with IATA that enables airlines and other aircraft operators to voice their preferences in the evolution of EFB hardware and software, as well as EFB connectivity to an airline’s infrastructure. The goal is to maximize the operational and the economic benefit of the EFB and associated EFB applications. Flight Operations, Information Technology, Engineering and Maintenance disciplines are represented among the forum’s participants. ➤ Fiber Optics Subcommittee (FOS): The goal of this activity is to develop standards for fiber optic components and interfaces. This effort includes the preparation of fiber optic design guidelines, component criteria, testing and maintenance procedures. The standards specify the performance requirements with an objective of minimizing the cost of procurement, implementation and maintenance. ➤ Flight Deck Audio Working Group of SAI Subcommittee: The Flight Deck Audio Working Group was formed in 2012 in response to APIM 12-003 calling for the definition of new standards for the Boomset and Handheld Microphone. This activity is coordinated with RTCA SC-226, developing MOPS for Audio Systems. The products of this activity are ARINC Project Paper 535B and 538C. ➤ Galley Inserts (GAIN) Subcommittee: The goal of the GAIN Subcommittee is to 50 Avionics Magazine February 2013

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standardize the physical dimensions and electrical interfaces for Galley Inserts that will enable standard installations, both electrical and mechanical. This includes standard wiring, standard electrical connectors, water connectors, physical interfaces, electrical interfaces and equipment mounting rails. ➤ Ku/Ka-Band Satellite Communication Systems Subcommittee: This activity is developing Ku-band and Ka-band satellite system installation provisions, electrical interfaces and mechanical interfaces. Airlines, aircraft manufacturers, avionics suppliers, cabin equipment suppliers, EFB suppliers and service providers are participating in this activity. ➤ Navigation Data Base (NDB) Subcommittee: The NDB activity is responsible for ARINC Specification 424, written to assist aircraft operators, manufacturers, regulatory authorities, and data base suppliers to maximize the operational and economic benefits of FMS navigation by the exchange of technical information that improves overall system performance. ➤ Network Infrastructure and Security (NIS) Subcommittee: The NIS activity develops aircraft data network and aircraft information security standards. The goal is to enable fleet-wide solutions based on open standards for lower development cost, increased flexibility, higher reliability, reduced complexity, longer lifespan and ease of configurability and maintenance. The NIS activity is presently providing guidance on the implementation and use of digital certificates on an aircraft. ➤ NextGen/SESAR Avionics Architecture Working Group of SAI Subcommittee: The NextGen/SESAR Working Group is preparing recommendations for avionics architectures for CNS/ATM. The product of this activity is ARINC Project Paper 660B: CNS/ATM Avionics Architectures Supporting NextGen/SESAR Concepts. The goals are to share a common understanding of NextGen/SESAR concepts between the aeronautical industry and the airlines; establish a consensus on the aircraft contribution to NextGen/SESAR; assess the impact of NextGen/SESAR concepts on aircraft architectures; and identify new ARINC standards to develop and standards to be modified. ➤ Software Data Loading (SDL) Subcommittee: The SDL Subcommittee is developing standards for software data loading, including the development of standards for a high-speed data loader with high-density storage media. Standards for file format, media type, part numbering and terminology will be developed in a way that can be used for various data loading devices and communication protocols. ➤ Systems Architecture and Interfaces (SAI) Subcommittee: The SAI Subcommittee provides technical leadership in the development of standards for new aircraft www.avionicstoday.com

February 2013 Avionics Magazine 51

aeec by Paul Prisaznuk

programs and major derivative programs. It coordinates top-level avionics requirements for emerging airspace environments, namely NextGen, SESAR and CARAT. The SAI Subcommittee works with international air navigation service providers to develop standards for CNS/ATM. Working together with several AEEC Subcommittees, the SAI Subcommittee investigates the application of new technologies and prepares new project proposals where operational benefits are financial benefits are achievable. ➤ Traffic Surveillance Working Group of SAI Subcommittee: This activity defines Traffic Surveillance equipment suitable for operation in the NextGen, SESAR and CARATS airspace environments. This includes traditional Traffic Alert and Collision Avoidance System (TCAS) and automatic dependent surveillance-broadcast (ADS-B). Traffic surveillance requires the use of the Air Traffic Control Transponder. The latest standard is ARINC Characteristic 735B-1: Traffic Computer, TCAS and ADS-B Capability. Paul Prisaznuk is the AEEC executive secretary and program director.

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Post your resume or job today at www.aviationtoday.com/aviationjobs 52 Avionics Magazine February 2013

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people Alex Battaglia

JetBlue Airways promoted Alex Battaglia to senior vice president, system operations. Battaglia will oversee the execution of JetBlue’s day-to-day operations including system operations, dispatch, air traffic management, crew services and emergency response and care. Alex Battaglia Battaglia previously was JetBlue’s vice president of airports and operations. In his new capacity, he will also assume responsibility for the airline’s JetForward Program, a multi-year strategic initiative to improve core technology used in planning, running and recovering JetBlue’s operation within system operations. Battaglia began his aviation career nearly 30 years ago and has held a variety of leadership roles primarily in the airport and operations areas. Rockwell Collins Appointments

Dave Nieuwsma, who has led Rockwell Collins’ Government Systems Airborne Solutions unit for the last two years, has been named vice president of government systems strategy and business development. The position was previously held by Phil Jasper, who was named executive vice president and chief operating officer, Government Systems, for Rockwell Collins. In his new position, Nieuwsma’s responsibilities include leading the company’s marketing and sales organization. Troy Brunk replaces Nieuwsma as vice president and general manager of airborne solutions. Brunk, who had previously was senior director of airborne communications products, has been with Rockwell Collins since 1992. He now oversees the business that delivers avionics and flight deck systems for fixed wing aircraft and helicopters. The organization also includes the company’s unmanned airborne systems business. Dale Kirby

SITA, the global air transport IT and communications specialist, added Dale Kirby to its North American sales team. Kirby brings more than 30 years of aviation industry experience to his new role as SITA vice president, North America, including positions with Delta Air Lines, ARINC and Ultra Airport Systems. Robert H. Lewis

CAE named Robert H. Lewis vice president and general manager of its global business aviation, helicopter and maintenance training business unit. Lewis most recently led the growth of Pentastar Aviation as CEO and president of the privately owned U.S. aircraft operating company, MRO and FBO www.avionicstoday.com

February 2013 Avionics Magazine 53

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

Stevens Aviation, based in Greenville, S.C., added John Berizzi to its technical sales group. Berizzi has more than 20 years of experience in the business of aviation. Berizzi will operate out of his Fort Lauderdale, Fla., office. The company also named Robert Wyatt general manager of its Rocky Mountain Metropolitan Airport facility in Broomfield, Colo. Wyatt has held an A&P license since 1996 and has worked at various levels of aviation management including 10 years with Bombardier Learjet. Michael DiGeorge

ARINC named Michael DiGeorge managing director of the company’s Asia Pacific Division based in Singapore. DiGeorge was formerly the senior director for e-enabled programs based in ARINC’s Hong Kong office. In his new position, DiGeorge will focus on growing ARINC’s business and solution infrastructure in Asia Pacific, and enhancing customer service and support throughout its multiple business lines including aviation communications, networking, airport operations and security. MITRE Corp. Promotions

The MITRE Corp. promoted of Lillian Zarrelli Ryals and Sarah MacConduibh. Ryals was promoted to director, senior vice president and general manager of the Center for Advanced Aviation System Development (CAASD), the FAAsponsored federally funded research and development center. MacConduibh, Air Force Portfolio director in the organization’s Command and Control Center, was appointed vice president of Air Force Programs. With MITRE since 1979, Ryals has more than 30 years of experience working in the aviation sector across a broad range of National Airspace System research, modernization and operations activities. She is responsible for CAASD’s work supporting FAA and international civil aviation authorities in addressing operational and technical challenges to meet aviation’s global capacity, efficiency, safety and security needs. Ryals previously served in a variety of leadership roles for the CNS/ATM systems evolution and operations work for FAA. Previously, MacConduibh was technical director for the Air Force Electronic Systems Center Engineering Office, directing strategic technical planning and providing oversight for more than 200 programs. She also served as director of Integration for Joint Networks, director of engineering and chief engineer for the 54 Avionics Magazine February 2013

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

Airlines for America (A4A) named Dan Elwell senior vice president, Safety, Security and Operations. Elwell joins A4A from the Aerospace Industries Association (AIA), where he was vice president of Civil Aviation. Prior to joining AIA, Elwell was FAA assistant administrator for aviation policy, planning and environment, responsible for development and implementation of U.S. aviation policy, near- and long-term forecasting and planning, and FAA environmental research and regulatory division. Elwell also served as managing director of international and government affairs with American Airlines. Todd Witchall

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

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

March 4-7 Heli-Expo 2013, Las Vegas Convention Center, Las Vegas. Visit www.heliexpo.com. 12-14 ATC Global, Amsterdam RAI Center, Amsterdam, the Netherlands. Visit www.atcglobalhub.com.

25-28 Aircraft Electronics Association (AEA) International Convention and Trade Show, MGM Grand Hotel and Convention Center, Las Vegas. Visit www.aea.net.

April 9-11 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany. Visit www.aircraftinteriorsexpo.com.

8-10 Navy League Sea-Air-Space Exposition, Gaylord National Resort & Convention Center, National Harbor, Md. Visit www.seaairspace.org.

16–18 Asian Business Aviation Conference & Exhibition (ABACE), Shanghai Hawker Pacific Business Aviation Service Centre, Shanghai, China. Visit www.abace.aero

22-26 AMC Open Forum and AEEC General Session, Hilton Walt Disney World Resort, Orlando, Fla. Visit www.aviation-ia.com.

May 21-23 European Business Aviation Convention and Exhibition (EBACE), Geneva PALEXPO and Geneva International Airport, Geneva, Switzerland. Visit www.ebace.aero.

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

July 17-20 Airborne Law Enforcement Association Annual Conference and Exhibition, Orange County Convention Center, Orlando, Fla. Visit www.alea.org. 56 Avionics Magazine February 2013

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

August 12-15 Association of Unmanned Vehicle Systems International’s Unmanned Systems 2013, Walter E. Washington Convention Center, Washington, D.C. Visit www.auvsi.org.

September 9-12 Airline Passenger Experience Association Annual Expo. Anaheim, Calif. Visit http://apex.aero.

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

21-23 Association of the U.S. Army’s Annual Meeting and Exposition, Walter E. Washington Convention Center, Washington, D.C. Visit www.ausa.org

22-24 National Business Aviation Association Annual Meeting & Convention, Las Vegas Convention Center, Las Vegas. Visit www.nbaa.org.

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

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February 2013 Avionics Magazine 57