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May 2011

SYNTHETIC VISION

SESAR Advances · STARLite Vision

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May 2011 • Vol. 35, No. 5
magazine

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24 ■ E-Letters
• Review of top developments in the civil
and military aircraft electronics industry

Industry ■ Webinars
Wheels Up For SESAR................................... 18 www.aviationtoday.com/webinars
With 29 validation projects planned this year, the Single European Sky ATM Research • Global Partnerships in Avionics
program strives for tangible results to demonstrate progress toward Europe’s vision Development Engineering
by George Marsh • UAS Civil Airspace Integration: Progress and .
military Challenges
• Issues in Air Traffic Management
STARLite Vision............................................ 24 • Business Jet Connections: In-Flight
Northrop Grumman Small Tactical Radar-Lightweight (STARLite) systems provides coali- Connectivity Services and Solutions for
tion warfighters high-resolution imagery from unmanned aircraft systems and aerostats Business Aircraft
by Frank Colucci
• Airborne RFID: Radio Frequency
product focus Identification Takes Off
• ADS-B: Progress and Implementation
Synthetic Vision............................................ 28
Suppliers of synthetic vision systems, highly valued by pilots for safety and situational
awareness, strive for operational credits to use synthetic vision as a landing aid ■ Online Resources
by Ed McKenna • Aerospace Acronym Guide
also in this issue www.aviationtoday.com/av/acronym/a.html
• White Papers, Tech Reports
Editor’s Note www.aviationtoday.com/at/otherdocs/
UAS Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 • Aviation Today’s Job Board
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Cover: Pilot’s view through the Rockwell Collins Head-Up Guidance System with synthetic
vision. Photo courtesy Rockwell Collins.
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www.avionicstoday.com May 2011 Avionics Magazine 3


editor’s note
by Bill Carey

UAS Integration
W
ith FAA expected to issue a ment experts who spoke during the Avionics
proposed rule this summer that Magazine webinar, “UAS Civil Airspace
would govern operation of Integration: Progress and Challenges.” They
small unmanned aircraft sys- described progress on several fronts toward
tems (UAS) in the National Airspace System merging manned and unmanned air traffic.
(NAS), work is picking up on a number of Nevertheless, UAS flights in the United
fronts to open even wider access for UAS. States currently are limited to either restrict-
Pending budget approval, NASA this ed airspace, or in the NAS by obtaining a
year plans to embark on a five-year $157 certificate of authorization or waiver from
million UAS Integration in the NAS Project FAA, a costly and time-consuming process.
designed to reduce technical barriers and FAA in 2008 established an Aviation
validate concepts and technologies enabling Rulemaking Committee to recommend how
“routine” UAS operations in the airspace to proceed on regulating small UAS, where
system. The agency “will generate data for the greatest market growth is projected.
Work is FAA use in rulemaking through develop- Those recommendations, describing air
ment, testing and evaluation of UAS tech- vehicles weighing 55 pounds or less and fly-
picking up on nologies in operationally relevant scenarios,” ing no higher than 1,200 feet above ground
NASA Administrator Charles F. Bolden Jr., level, are the basis for the pending Notice of
a number of stated in testimony in March before the Sen- Proposed Rulemaking. Adoption of a final
fronts to open ate Transportation Committee. rule is anticipated in 2012 or 2013.
Industry developments continue to push Work continues on the technical barriers
wider access the envelope of unmanned flight. Northrop to UAS entry. Andrew Lacher, UAS Integra-
for unmanned Grumman has announced a series of recent
achievements, including, in February, the
tion Lead with MITRE Corp.’s Center for
Advanced Aviation System Development,
aircraft to the first flight of the tailless X-47B Unmanned said three key challenges are being addressed:
Combat Air System demonstrator; and in the integrity of the command and control
NAS. January, the flight of two unmanned aircraft communications link between the aircraft
in close proximity at high altitude to prepare and ground; maintaining safe separation of
for autonomous aerial refueling in 2012. UAS through “sense and avoid” technology;
There have been setbacks, too, as in the April and integrating UAS in the existing air-traffic
1 crash of AeroVironment’s hydrogen-pow- control system. “We see these three big chal-
ered Global Observer on its ninth test flight. lenge areas as being very complex, involving
UAS, or what the mainstream media likes significant technical, operational, procedural
to call “drones,” remain mostly a military phe- as well as policy components to their resolu-
nomena. But civil government and private- tion,” Lacher said.
sector interest in using them for missions John Appleby, program manager with the
such as border patrol, aerial photography Science and Technology Directorate of the
and firefighting has been building for years. Department of Homeland Security (DHS),
In its most recent aviation industry forecast, described a UAS modeling and simulation
released in February, FAA reports that 100 capability at MIT Lincoln Laboratory in
U.S. companies, academic institutions and Lexington, Mass., co-sponsored by DHS,
government organizations are developing FAA and the Department of Defense. Flight
300 UAS designs. The agency projects that testing using surrogate aircraft is planned in
10,000 small UAS will be operating in the next fiscal 2011 or 2012.
five years; in 10 years the fleet is projected to RTCA SC-203 plans to issue Minimum
increase to 25,000 units. Aviation System Performance Standards for
“We’re about building a new industry,” overall UAS systems in December 2012, fol-
said John S. Walker, co-chairman of RTCA lowed by both Sense-and-Avoid subsystem
Special Committee 203, Unmanned Aircraft and Control and Communication subsystem
Systems. “The technology is here and this is MASPS in December 2013, Walker said.
where the best and brightest of government
and industry need to come together to find
the tipping point where we go off and do
really great things.”
Walker was among industry and govern-

4 Avionics Magazine May 2011 www.avionicstoday.com


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EDITORIAL
EDITOR-IN-CHIEF
Bill Carey
301-354-1818
bcarey@accessintel.com

MANAGING EDITOR
Emily Feliz
301-354-1820
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CONTRIBUTING EDITORS
Frank Alexander, Frank Colucci, Ron Laurenzo,
George Marsh, Ed McKenna,
James W. Ramsey, Jean-Michel Guhl

Distributing…
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DESIGN & PRODUCTION


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industry scan
BUSINESS/GA

Photo courtesy Jeppesen


iPad2 Flight Test
Jeppesen announced in March that it
completed rapid decompression testing of
an Apple iPad 2 tablet computer.
The test was completed to an altitude
of 51,000 feet, proving the integrity of the
iPad 2 in the event of sudden cabin pres-
sure loss, the company said.
Last year, Jeppesen completed a simi-
lar test of a representative iPad as part of
a program to obtain initial FAA authori-
zation of its Mobile TC charting App.
Jeppesen in February announced that
NetJets subsidiary Executive Jet Manage-
ment had received FAA authorization to
use the Mobile TC App for iPad as sole
reference for electronic charts, including
taxi, takeoff and landing phases.
The project included a three-month
in-flight evaluation involving 55 pilots, 10
aircraft types and 250 flight segments. It
followed established FAA authorization
requirements for electronic flight bags
(EFB) applicable to an air carrier.
The authorized EFB configuration is
a Class 1 portable, kneeboard EFB solu-
tion that is secured and viewable during
critical phases of flight as defined in FAA
Order 8900.1, Jeppesen said.
“Because of structural changes in iPad
Jeppesen electronic chart subscribers can access instrument charts and air-
2, Jeppesen determined that a new (rapid port diagrams on their Apple iPad tablets through Jeppesen Mobile TC App.
decompression) test was warranted. No
anomalies were detected during either
iPad testing period,” the company said.
tion picture — 600x266 pixels for the Garmin said the system has many of
GTN 650, 750 Series GTN 650; 600x708 pixels for the GTN the same features found on the G3000
Garmin on March 23 unveiled the GTN 750 — with five times more pixels than suite for Part 23 light jets, announced
650 and 750 series touchscreen multifunc- the GNS 430W and 530W, respectively. at the 2009 National Business Aviation
tion displays for GA aircraft, succeeding They feature “a shallow menu structure, Association conference, and G5000
the GNS 430W and 530W GPS/Nav/ desktop-like menu interface with intui- for Part 25 business jets, announced at
Comm systems announced in 1998. tive icons, audio and visual feedback, and NBAA 2010. Earlier in March, Garmin
The GTN 650 and 750 received FAA animation so that pilots know exactly unveiled the G1000H integrated glass
TSO authorization in March and are STC how the systems are responding to their cockpit for Part 27 helicopters.
approved “on a broad model list cover- input,” Garmin said. As with the G3000 and G5000, the
ing most Part 23 fixed-wing aircraft,” the Both display units have a finger G2000 uses the GTC 570 vehicle manage-
company announced. anchoring bezel around the side of the ment system, a 5.7-inch diagonal touch-
The GTN 650 has the same exterior display and fingerboard at the bottom of screen controller, for radio management,
footprint as the GNS 430W, but has a the screen for hand stabilization. weather systems management, synoptics
4.9-inch screen (diagonal) with 53 percent The GTN 650 is expected to be avail- and other systems. The G2000 system
more screen area. The GTN 750 has a able at a suggested retail price of $11,495; will come with high resolution, 12-inch or
6.9-inch screen (diagonal) with 98 percent the GTN 750 at $16,995, Garmin said. 14-inch diagonal displays. The system’s
more screen area than the GNS 530W, landscape oriented multifunction display
making it possible to view an entire chart Glass Cockpit has multi-pane capability, allowing mul-
via the Garmin FliteCharts and Chart- Garmin on March 29 announced the tiple pages to be viewed on the screen.
View applications, the company said. G2000 glass cockpit suite, designed for Garmin said it expects to receive certi-
Both units display a higher resolu- high-performance piston aircraft. fication of the G2000 this year.

8 Avionics Magazine May 2011 www.avionicstoday.com


Gulfstream G650 Crash aircraft was on track for certification this look forward to continuing the rigorous
One of five Gulfstream G650 flight-test year, with entry into service in 2012. testing required to achieve flight certifica-
aircraft crashed April 2 during takeoff In a statement issued April 4, Jay L. tion of the aircraft.”
performance tests in Roswell, N.M., kill- Johnson, chairman and CEO of Gulf-
ing four Gulfstream employees on board, stream parent company General Dynam- Eclipse Avio FMS
the company announced that day. ics, said, “I am confident that as Gulf- Eclipse Aerospace, Inc., March 30 said
Immediately following the accident, stream assists aviation authorities in the FAA has issued a Supplemental Type
Gulfstream temporarily suspended flight accident investigation, the cause of this Certificate (STC) for the Avio Integrated
testing of the remaining four test aircraft. terrible tragedy will be determined. We Flight Management System (IFMS) of
“All other certification and production
work on the G650 program continues,
and all other activities at the company are
proceeding normally,” Gulfstream said.
The accident aircraft, Serial Number
6002, first flew in February 2010 and had
accumulated 425 hours of flight-test time
as of March 31, Gulfstream said. The $POOFDUJOHB.PWJOH8PSME
combined flight-test fleet had accumu-
lated 1,570 flight hours.
According to a preliminary report
issued April 7 by the National Transpor-
tation Safety Board (NTSB), the aircraft
was performing a takeoff with a simu-
lated engine failure to determine takeoff
distance requirements at minimum flap
setting. The crash occurred at 0934 $0..&3$*"-"&3041"$&
mountain daylight time at Roswell, N.M.,
International Air Center (ROW). .*-*5"3:"&3041"$&
“Wingtip scrape marks beginning
on the runway approximately 5,300 feet
41"$&
from the end of the runway lead toward
the final resting spot about 3,800 feet
from the first marks on the runway,” %&'&/4&
NTSB said. “Witnesses close to the scene
saw the airplane sliding on the ground 5&45.&"463&.&/5
with sparks and smoke coming from
the bottom of the wing, and described
the airplane being fully involved in fire .&%*$"-
while still moving across the ground. The
airplane struck several obstructions and
came to rest upright about 200 feet from
the base of the airport control tower.”
Gulfstream identified the four employ-
ees who were aboard the aircraft April 3.
Killed were experimental test pilots Kent
Crenshaw, 64, and Vivan Ragusa, 51, and 8IFO1FSGPSNBODF.BUUFST
technical specialists David McCollum, $BSMJTMF*OUFSDPOOFDU5FDIOPMPHJFTJTBHMPCBMQSPWJEFSPG3'.JDSPXBWF mMUFSFE
47, and Reece Ollenburg, 48. BOE TQFDJBMUZ DPOOFDUPST  CVML DBCMF  DBCMF BTTFNCMJFT  DPNQMFY IBSOFTTFT 
JOUFHSBUFE JOTUBMMBUJPO LJUT BOE "3*/$ USBZT  SBDLT BOE TIFMG BTTFNCMJFT JO UIF
“We mourn the loss of our colleagues BFSPTQBDF EFGFOTF UFTUNFBTVSFNFOUBOENFEJDBMJOEVTUSJFT
and friends and extend our deepest
sympathies to their families,” said Gulf-
6QDPNJOH5SBEFTIPXT
stream President Joe Lombardo. “The t$$." .BZUIUI
Gulfstream team has already rallied to  5BCMF"
t3"" .BZUIUI
support the people these men left behind,  #PPUI
and we know that the local and aviation XXX$BSMJTMF*5DPN
communities will do the same.”
The ultra-long-range, large cabin
G650, Gulfstream’s newest jet, first flew
on Nov. 25, 2009. Gulfstream said the

www.avionicstoday.com May 2011 Avionics Magazine 9


industry scan
the Eclipse twin-engine light jet. ergonomic functionality previously only way 2,000 feet from the approach thresh-
The IFMS system was developed for available to business jet customers,” said old, NTSB said.
the twinjet by Innovative Solutions & John Uczekaj, Aspen Avionics president The safety board issued an investiga-
Support (IS&S), of Exton, Pa., and is and CEO. “The product’s interoperabil- tion update April 7. In interviews, “the
offered by Eclipse Aerospace as part of ity, expandable architecture and flexible crew indicated that, at about 4,000 feet,
its “Total Eclipse” package. interface offer a clear alternative to exist- the airplane’s electronic centralized
“Orders for Total Eclipse jets com- ing systems.” aircraft monitoring (ECAM) system
plete with the new Avio IFMS are now provided an autothrottle-related message,
being taken with delivery time averaging Goodrich Acquisition then an avionics smoke warning message,
60 days,” stated Mason Holland, Eclipse Goodrich Corp. has signed an agreement accompanied by instructions to land.
Aerospace CEO. to acquire flight-control actuation sup- Despite receiving this message, neither
The IFMS system incorporates dual plier Microtecnica S.r.l., based in Turin, crew member recalled smelling smoke or
WAAS/SBAS Beta-3 GPS receivers, Italy, for $462 million. fumes during the flight.”
supporting dynamically calculated top The agreement, expected to close in The captain used the electronic check-
of decent guidance and coupled LPV the second quarter, was concluded with list for the avionics smoke warning indica-
approaches. Flight management data is SSCP Aero Holdings S.C.A., a company tion, which included shutting down some
presented on a 15-inch, high-resolution backed by the European private equity of the aircraft’s electrical system. The first
multifunction display. Data entry is per- firm Stirling Square Capital Partners. The officer’s display screens went blank, the
formed through integrated bezel pushbut- latter firm acquired Microtecnica from ECAM messages disappeared, the cock-
tons and encoders as well as an externally Hamilton Sundstrand via management pit to cabin intercom stopped functioning
mounted keyboard, IS&S said. buyout in 2008. and the air-driven emergency generator
“The Avio IFMS avionics suite is one Microtecnica supplies flight control deployed.
of the most advanced cockpits available actuation systems and components for The captain was able to use the air-
on any aircraft,” said Roman Ptakowski, helicopters, regional and business aircraft speed, altimeter and attitude indicators
IS&S president. “The 13 microprocessors and missiles, as well as aircraft thermal on his primary flight display during the
in the IS&S displays control all major air- and environmental control systems. The return to the airport.
craft systems. Improvements to e-Chart, company employs 700 people at facili- After landing, the aircraft’s forward
mapping and satellite weather functional- ties in Turin, Luserna San Giovanni and right slide did not properly inflate during
ity along with FMS precision navigation Brugherio, Italy, and Bristol, U.K. Sales the emergency evacuation. Investigators
give the Eclipse Twin-Engine Jet unri- this year are expected to be $220 million. later found the aspirator that inflates the
valed performance.” Microtecnica will become part of the slide partially blocked, NTSB said.
Goodrich Actuation Systems business. The cockpit voice recorder captured
Honeywell, Aspen MFD “This acquisition supports our busi- about 7 minutes and 30 seconds of the
Honeywell and Aspen Avionics, Albu- ness model and fits with our strategy by flight, NTSB said. The flight data record-
querque, N.M., said they are collaborat- increasing Goodrich’s exposure to three er contained 25 hours of data and cap-
ing to produce a “NextGen-ready” mul- growth markets: commercial and military tured about 18 minutes of data relevant
tifunction touchscreen cockpit display helicopters, commercial regional, busi- to the flight. Both the CVR and FDR
for general aviation. The companies have ness and general aviation aircraft and stopped recording prior to landing.
completed a development agreement to missile actuation,” said Marshall Larsen, Airbus technical advisors and the
bring Honeywell’s Bendix/King KSN Goodrich chairman, president and CEO. French Bureau d’Enquêtes et d’Analyses
770 multifunction display to the market were taking part in the investigation with
before the end of 2011. other parties, NTSB said.
The Bendix/King KSN 770, part of
Commercial
the company’s Apex Edge series, is a 5.7 747-8 Intercontinental
inch touchscreen display with GPS, com- Smoke Warning The Boeing 747-8 Intercontinental
munication and navigation capabilities. The National Transportation Safety completed its first flight March 20,
Based on a scalable system architecture Board (NTSB) was investigating the departing Paine Field in Everett, Wash.,
and interfaces to most general aviation cause of an apparent electrical incident for a four-hour, 25 minutes flight, landing
aircraft, it will be integrated with Aspen’s April 4 aboard a United Airlines Airbus at Boeing Field in Seattle.
Evolution Flight Display system. A320, leading to the emergency evacua- The first flight of the newest member
The KSN 770 will have Localizer tion of 109 passengers and crew. of the 747 family marked the beginning
Performance with Vertical Guidance United Airlines Flight 497 left Louis of a 600-hour flight test program. The
(LPV) and Wide Area Augmentation Armstrong New Orleans International aircraft reached a cruising altitude of
System (WAAS) capabilities. It also will Airport around 7:25 a.m. CDT and 19,000 feet and speed of 250 knots.
display weather radar, Enhanced Ground returned 20 minutes later, “due to electri- Boeing says the 747-8 Intercontinental
Proximity Warning System (EGPWS), cal difficulties and smoke in the cock- will have the lowest seat-mile cost of any
data link weather, traffic information and pit,” according to an NTSB advisory large airliner, with 12 percent lower costs
charts and maps. issued that day. Upon landing, the crew than its predecessor, the 747-400. The
“Honeywell and Aspen are deliver- described a loss of anti-skid braking and aircraft provides 16 percent better fuel
ing a level of technical innovation and nose-wheel steering and exited the run- economy, 16 percent less carbon emis-

10 Avionics Magazine May 2011 www.avionicstoday.com


sions per passenger and generates a 30 As planned, the Continental instal- our scheduled and charter clients, given
percent smaller noise footprint than the lation would provide passengers with 95 the absence of traditional ground-based
747-400. channels of live television programming approach aids at many of the remote
The 747-8 Intercontinental applies and airborne Internet access provided by Canadian destinations we serve,” stated
interior features of the 787 Dreamliner, ViaSat. Chris Drossos, Canadian North 737-300
including a new curved, upswept architec- project pilot.
ture, providing a greater feeling of space Canadian North 737
and comfort, while adding more room for The Esterline CMC Electronics ‘Integ- SJU Board Chairman
personal belongings, Boeing said. riFlight’ GPS landing system has been Matthias Ruete, director general of
First delivery of the 747-8 Interconti- certified for GPS Localizer Performance the European Commission’s Mobility
nental is scheduled for the fourth quarter with Vertical Guidance (LPV) approach and Transport Directorate-General,
this year. Thirty-three aircraft have been operations on a Boeing 737-300 operated was appointed chairman of the SESAR
ordered by launch customer Lufthansa by Canadian North Airlines. Joint Undertaking (SJU) Administrative
as well as Korean Air and VIP customers. CMC Electronics said the stand- Board.
Air China has agreed to order five 747-8s, alone, “ILS look-alike” system involves The SJU is the public-private partner-
pending government approval. installation of dual CMA-5024 WAAS ship formed in 2007 to manage the Devel-
GPS receivers in conjunction with dual opment phase of the Single European
LiveTV Agreement CMA-5025 control panels, providing “a Sky ATM Research (SESAR) program.
JetBlue Airways subsidiary LiveTV highly economic approach” to retrofitting Eurocontrol and the European Commis-
signed a letter of intent with Continen- aircraft with LPV capability. sion are founding members.
tal Airlines in March to provide ViaSat Logic-Air Aviation Services of Mira- Ruete succeeds Daniel Calleja Crespo,
Ka-band service for live television and bel was responsible for development and who had chaired the SESAR JU govern-
in-flight Internet access. installation of the system and holds the ing body since its establishment in 2007.
LiveTV said it expects to install the Supplemental Type Certificate (STC) Bo Redeborn, principal director ATM at
new service on Continental’s fleet of 200 issued by ACS-NAI, a Transport Canada Eurocontrol, remains deputy chairman
Boeing 737s and 757s beginning in 2012. approved Design Approval Organization. of the board. Matthew Baldwin, recently
The first Continental aircraft is ACS-NAI,based in Winnipeg, provided appointed director of the EC’s Air Trans-
expected to launch the service following engineering and certification support, port Directorate, has been designated as
JetBlue’s introduction of the ViaSat-1 including STC data and documentation. Ruete’s alternate.
broadband network for the first time in The CMA-5025 control panel was “Daniel Calleja has been an outstand-
commercial aviation, also in 2012. ViaSat designed and produced by Air Data Inc., ing chairman of the SESAR JU’s Admin-
and JetBlue signed an agreement in Sep- of Montreal in partnership with CMC. istrative Board. As much as we regret to
tember 2010 for the provision of in-flight “The addition of LPV capability to see him leave, we’re also looking forward
broadband access and other services on our aircraft permits us to provide signifi- to working closely together with Mr.
JetBlue’s fleet of 160 aircraft. cantly improved schedule reliability for Ruete in the future. I am fully confident

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www.avionicstoday.com May 2011 Avionics Magazine 11
industry scan
that our cooperation will be as success- year, F-35s had flown 753 times, includ- director of Air-to-Ground Missile Sys-
ful in this next, very decisive phase of the ing production-model flights, Lockheed tems. New design features include a three-
SESAR work program,” stated Patrick Martin said April 4. axis inertial measurement unit, which
Ky, SESAR JU executive director. enables properly equipped launch plat-
Maintenance Terminals forms to engage targets to the side and
Onboard Surveillance General Dynamics Information Technol- behind them without having to maneuver
The Lufthansa Technik Innovation busi- ogy was awarded a contract from the U.S. the aircraft into position.
ness unit introduced the “aerosight” on- Air Force, initially for $3 million, to pro- The missile can be launched from
board camera surveillance system at the vide ruggedized laptops in support of the high or low altitudes due to its enhanced
Aircraft Interiors Expo 2011 exhibition in F-22A Integrated Maintenance Informa- guidance system and improved naviga-
Hamburg, Germany. tion System (IMIS) program. tion capabilities, optimizing the missile’s
The company said aerosight is an The three-year, indefinite delivery, impact angle for enhanced lethality,
Internet Protocol (IP) based camera sys- indefinite quantity contract potentially is Lockheed Martin said.  
tem with an integrated local area network worth $23 million if all options are exer- The Hellfire II Romeo version inte-
(LAN) connection that can be connected cised, General Dynamics said. grates with all Hellfire II-compatible
to pilots’ electronic flight bags (EFBs) The company will purchase, deliver platforms, including the Apache, Kiowa
and other network-capable displays or and integrate ruggedized laptops that Warrior, Cobra, Seahawk and Tiger
laptops. The system does not require any will be used as Portable Maintenance helicopters, and can be launched autono-
additional routers, control units or dis- Aids with F-22As. The mobile computing mously or with remote designation.
plays in the cockpit. devices are used for technical data dis-
The system uses EFBs to display the plays, diagnostic fault isolation, material T/R Module Standard
camera images and can simultaneously management, maintenance documenta- Northrop Grumman said it has set a new
control up to 16 cameras located by the tion, health monitoring, prognostics and standard for its gallium nitride-based
cockpit entrance, in the passenger cabin upload/download of operational data. high-power transmit/receive (T/R) mod-
and in the cargo bay. It switches automat- General Dynamics will install each ules, reliably operating them for more
ically between a color visual display for laptop with required software, perform than 180 days during continuous high-
daytime viewing and an infrared-based functionality tests and integrate required power testing.
night vision mode. systems in support of the IMIS program. The tests prove that the next gen-
Lufthansa Technik said it developed In addition, the company will main- eration of active electronically scanned
aerosight for an undisclosed commercial tain an inventory control database to arrays (AESA) is capable of reliable oper-
airline and has started installing the sys- track equipment shipping and returns ation while producing much greater radar
tem in the customer aircraft. and maintain detailed records, to include sensitivity, at higher efficiency and lower
warranty information. cost, Northrop Grumman said April 12.
The majority of work will be per- In an evaluation conducted by the
MILITARY formed in Bossier City, La., supporting company’s Advanced Concepts and Tech-
seven Air Force bases: Tyndall AFB, Fla.; nology Division, the T/R modules were
F-35 Flight Tests Langley AFB, Va.; Elmendorf AFB, tested by using high-stressing operational
Lockheed Martin reported “considerable Alaska; Hickam AFB, Hawaii; Sheppard long-pulse waveforms, which operated on
flight test progress” of the F-35 Lightning AFB, Texas; and Nellis AFB, Nev. the modules nonstop for six months. The
II during the first quarter 2011, with the waveforms were designed to simulate elec-
program conducting 199 test flights ver- Hellfire II Romeo tronic activities of actual radar functions
sus a plan of 142 flights. The U.S. Army Joint Attack Munition in a relevant environment.
The test program remained ahead of Systems (JAMS) Project Office and “By successfully employing the latest
plan despite the grounding of some test Lockheed Martin March 28 announced advances in high-power semiconduc-
fleet aircraft for four to 15 days as offi- the successful firing of an AGM114R tor technology in a functioning T/R
cials investigated the cause of a dual gen- Hellfire II missile with a live warhead in a module, we have demonstrated the great
erator/starter failure that occurred during sixth proof-of-principle test. performance and reliability of our design
a flight March 9. The flight test at Eglin Air Force Base, approach,” said Steve McCoy, vice presi-
Each of the three F-35 variants – con- Fla., demonstrated the missile’s enhanced dent of the Advanced Concepts unit.
ventional takeoff and landing (CTOL), software capability and performance in “This new level of maturity also sup-
carrier and short takeoff/vertical landing a “military-operations-in-urban-terrain” ports technology readiness for the next
(VTOL) – exceeded planned test flights. scenario. The multipurpose warhead generation of Northrop Grumman’s high
The STOVL variant performed 61 verti- design enables the missile, with a designa- performance, low-cost AESA radars, and
cal landings compared with 10 vertical tor spot laser, to seek out and defeat hard, opportunities for cost reduction and per-
landings during 2010. soft and enclosed targets.  The initial formance upgrades to our current AESA
Two production-model aircraft, des- fielding of the Hellfire II Romeo version product line,” he said.
ignated AF-6 and AF-7, flew for the first is scheduled for late 2012.
time in preparation for delivery to the The Romeo version combines capabili- Elbit Acquisition
U.S. Air Force this year. ties of four previous Hellfire II variants Elbit Systems Ltd., on March 30 said it
From the start of flight testing in into one multipurpose missile, accord- completed the acquisition of remaining
December 2006 through March 31 this ing to Ken Musculus, Lockheed Martin shares of Elisra Electronic Systems held

12 Avionics Magazine May 2011 www.avionicstoday.com


by Israel Aerospace Industries (IAI) sub- government agencies have provided $140 ating with a modified refueling tanker.
sidiary Elta Systems. Elisra, a supplier of million in funding for the program. The test also used a modified Rockwell
electronic warfare solutions based in Bene Collins 24-channel GPS receiver with
Beraq, Israel, now is a wholly owned sub- UAS Training Center enhanced tracking integrated with the
sidiary of Elbit Systems. L-3 Link Simulation & Training, based LN-251 chassis.
Elbit announced in late February that in Arlington, Texas, and the University A series of eight flight tests demon-
it had reached agreement to acquire the of North Dakota have signed agreements strated the Relative Navigation software
remaining 30 percent of Elisra shares to jointly establish an unmanned aircraft “produces consistent and predictable real-
held by IAI Elta for $67.5 million. Elbit systems (UAS) training center at Grand time accuracy performance across data
already owned 70 percent of Elisra. Forks Air Force Base, N.D. link drops and varying time delays, close
Component units of Elisra include The UAS Training Center, expected to proximity and mid-range vehicle separa-
Tadiran Electronic Systems Ltd., and begin operations in June, will offer MQ-1 tions,” Northrop Grumman said.
Tadiran Spectralink Ltd. Predator and MQ-9 Reaper training The flight tests were conducted in
opportunities to UND students pursuing collaboration with the Air Force Flight
a bachelor’s degree in aeronautics with Test Center’s Test Operations Combined
UNMANNED SYSTEMS
a major in unmanned aircraft systems Test Force, the 190th Air Refueling Wing
operations. The training center also is of the Kansas Air National Guard and
Global Observer ‘Mishap’ expected to provide UAS pilot and sen- Calspan Corp.
AeroVironment said its Global Observer sors training to U.S. government agencies.
high-altitude, long-endurance unmanned L-3 Link will supply the training cen- Indra ‘Pelican’
aircraft system (UAS) experienced a ter’s high-fidelity simulator and logistics Indra, of Spain, said its Pelican rotary-
“mishap” April 1 while undergoing flight- support as well as sensor operator course wing unmanned aircraft system received
test envelope expansion at Edwards Air development and training. a Special Airworthiness Certificate
Force Base, Calif. The company reported The Predator and Reaper training from the country’s State Aviation Safety
no injuries or property damage. system integrates ground control station Agency to perform integration, test and
An investigation board will be con- hardware, simulation software and high- demonstration flights.
vened to determine the cause of the mis- fidelity, correlated databases in creating The certificate is the first awarded
hap, which was not described in detail. a fully immersive training environment. in Spain for a rotary-wing UAS, and
The first of two aircraft developed Unmanned aircraft and sensor perfor- “implies that the Pelican system complies
under a Joint Capability Technology mance are modeled to support complex, with quality and security standards simi-
Demonstration was performing its ninth real-world mission scenarios. lar to those of manned aircraft and that
test flight. The mishap occurred at 2:30 Simulation scenarios including “a the operation is fully safe under the flight
a.m. PDT, about 18 hours into the flight, robust urban environment” will be inte- conditions defined” by the safety agency,
AeroVironment said. grated with visualizations of moving Indra said April 11.
The hybrid-electric powered aircraft vehicles and people, accurate terrain and   Indra said the UAS is expected to
first flew Aug. 5, 2010. Following the various weather conditions. enter service in 2012.
completion of an initial flight-test phase “L-3 Link is very proud to partner   Capable of carrying a variety of
in October, AeroVironment said its pro- with the University of North Dakota in payloads up to 50 kilograms, the Pelican
gram team installed a hydrogen-fueled establishing the first non-military UAS can fly more than six hours with electro-
generator and liquid hydrogen fuel tanks. educational institution in the U.S. to pro- optical payload and is equipped with a
The Global Observer is designed for vide Predator and Reaper aircrew train- gas or jet propellant 5 engine for naval
“stratospheric, persistent” surveillance, ing,” said L-3 Link President Leonard purposes. The Pelican system is based
flying at an altitude of 55,000 to 65,000 Genna. on the APID60 platform, developed by
feet for 5 to 7 days. Communications CybAero, of Linköping, Sweden.
and sensor payloads on the aircraft will Relative Navigation
cover an area up to 600 miles in diameter, Northrop Grumman April 7 said its Rel-
equivalent to more than 280,000 square ative Navigation system exceeded accu-
CONTRACTS
miles, AeroVironment said. racy requirements during recent flight ➤ Rockwell Collins signed a mainte-
“Flight testing an innovative new tests for the U.S. Air Force Research nance agreement with L-3 Communica-
solution like Global Observer involves Laboratory Automated Aerial Refueling tions to provide avionics support for the
pushing the frontiers of technology and (AAR) program. U.S. Air Force MC-12W Project Liberty
convention,” said Tim Conver, AeroVi- The objectives of the AAR program aircraft, a modified Super King Air 350
ronment chairman and CEO. “Risk is a are to demonstrate critical technology to used for intelligence, surveillance and
component of every flight-test program, enable refueling of unmanned aircraft reconaissance. Rockwell Collins will
and the learning that results from a mis- and develop tools to support airworthi- maintain 37 MC-12Ws equipped with its
hap enables us to improve system reliabil- ness certification for integration with the Pro Line 21 integrated display system.
ity and performance.” existing Air Force tanker fleet. ➤ AeroVironment in April received a
AeroVironment, Monrovia, Calif., The Relative Navigation software, $14.8 million order under an existing con-
in September 2007 was awarded a con- hosted in a Northrop Grumman LN-251 tract with the U.S. Army to supply digital
tract to develop and demonstrate Global GPS/inertial navigation system (INS) was retrofit kits for the Raven UAS.
Observer as a JCTD program. Six U.S. tested in a Learjet surrogate aircraft oper-

www.avionicstoday.com May 2011 Avionics Magazine 13


people
Monte Belger ATA Appointments
Metron Aviation, of Dulles, Va., The Air Transport Association of America (ATA) named Ste-
appointed Monte Belger vice president ven Lott as vice president, Communications.
of Industry Relations. Belger most Lott joined the ATA from the International Air Transport
recently served as vice president of Association (IATA), where he served as head of communica-
transportation system solutions for tions for North America for the past four years. In that role, he
Lockheed Martin. helped establish a presence in the United States and particularly
Belger worked for more than 30 years in Washington, D.C., for IATA, which represents 230 U.S. and
for the FAA, last serving as the agency’s international airlines.
acting administrator. He previously held In this new role, Lott will help drive communications strat-
the title of acting deputy administrator Monte Belger egy and work closely with the ATA government affairs and
from 1997 to 2002. policy teams to advocate for the airline industry in Washington
Belger also was associate administrator for Air Traffic and around the world. He will report to Jean Medina, who was
Services, responsible for day-to-day operations of the nation’s named senior vice president of Communications in January.
airspace system, and supervised FAA’s modernization plan, ATA also named Christopher C. Brown vice president of
including all major development and acquisition programs. legislative and regulatory policy. Brown brings more than 15
years of experience in aviation policy and government affairs to
Tonka Hufford his new position, where he will focus on outreach to key stake-
Aero Dynamix Inc., of Euless, Texas, a developer of helicopter holders to advance policy and legislative issues.
light modifications for night-vision goggle operations, named Brown joined ATA from Manatt, Phelps & Phillips, where
Tonka Hufford operations manager for project development. he was senior counsel of the Government and Regulatory
Hufford most recently was president of RSG Aviation. Affairs Practice Group and served as senior congressional
He has a background in aircraft completions, manufacturing, affairs advisor to the firm’s client, United Airlines.
operations and marketing, with more than 20 years of aviation Prior to joining the firm of Manatt, Phelps & Phillips,
experience. He has held a variety of management positions in Brown spent two years with the FAA, where he was assistant
the industry, and served as vice president of operations for MD administrator and deputy assistant administrator for Govern-
Helicopters just prior to joining RSG Aviation. ment and Industry Affairs.


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14 Avionics Magazine May 2011 www.avionicstoday.com


Paul Jonas previous experience includes serving as the director of Systems
Wichita State University’s National Institute for Aviation Integration within the Office of the Assistant Secretary of
Research hired Paul Jonas as director of Environmental Test the Army for Acquisition, Logistics and Technology and as a
Labs and Special Programs. Jonas, formerly of Hawker Beech- Future Combat System project manager.
craft Corp., succeeds interim director John Laffen.
As director of the Environmental Test Labs, Jonas oversees Cedric Gautier
operations of the labs, which create simulated environments Cedric Gautier, president and CEO of EADS Group subsidiary
for the research and testing of equipment and components for EADS Sogerma, was named program manager of the A400M
aircraft, automotive, medical and other industries to determine military transport, effective April 1. He succeeds Rafael Tentor,
their susceptibility to temperature, altitude, humidity, shock, who becomes head of Airbus Military aircraft programs.
vibration and environmental and electrical effects. Gautier will oversee the A400M through certification, deliv-
The labs can test for compliance with FAA technical stan- ery and entry into service with launch customers.
dard orders using RTCA DO-160 certification and to military Airbus Military plans to produce 2.5 aircraft per month by
standards and specifications. the end of 2015. The company in March said it had received
orders for 174 aircraft from eight customers.
Col. Michael Williamson
U.S. Army Col. Michael E. Williamson was named joint pro- John DiStasio
gram executive officer of the Joint Tactical Radio System Crane Aerospace & Electronics, Beverly, Mass., announced the
(JTRS) executive office based in San Diego. He succeeds Acting appointment of John P. DiStasio as senior director of business
JPEO Howard Pace, Jr. development for Microwave Solutions for the company’s Elec-
The JTRS program is developing a family of interoperable, tronics Group. He will lead the business development team at
modular, software-defined radios for handheld, ground mobile, sites including Beverly, Chandler, Ariz., West Caldwell, N.J., and
airborne and maritime applications. San Jose, Costa Rica.
As JPEO, Williamson will provide direction and guidance for DiStasio joined Crane from Cobham-M/A-COM Inc., where
the development, acquisition, testing, product improvement and he was director of field sales. He holds a bachelor’s degree in
fielding of JTRS capabilities. Electrical Engineering from Northeastern University.
Prior to assuming his new role, Williamson served as deputy Microwave Solutions provides RF and microwave products
program manager, Program Executive Office, Integration. His for radar, electronic warfare, missiles and other systems.

www.avionicstoday.com May 2011 Avionics Magazine 15


calendar
May Unmanned Systems North America, Walter E. Washington Convention
Center, Washington, D.C. Visit www.auvsi.org.
2-5 16th Annual International Symposium on Aviation Psychology, Wright
State University and Wright Patterson Air Force Base, Dayton, Ohio. Visit 16-21 MAKS 2011 International Aviation & Space Salon, Zhukovsky,
www.wright.edu/isap. Moscow Region, Russia. Visit www.aviasalon.com.
10-12 Integrated Communications Navigation and Surveillance (ICNS) September
Conference, Westin Washington Dulles Airport, Dulles, Va. Visit http://i-cns.org. 11-15 Airline Passenger Experience Association (APEX) Conference &
17-19 European Business Aviation Convention and Exhibition (EBACE), Exhibition, Washington State Convention Center, Seattle. Visit http://apex.aero.
Geneva PALEXPO and Geneva International Airport, Geneva, Switzerland. 12-15 Autotestcon 2011, Baltimore Convention Center, Baltimore.
Visit www.ebace.aero. Visit http://autotestcon.com.
17-19 Air Traffic Control Association/FAA/NASA Technical Symposium, October
Resorts Hotel and Casino, Atlantic City, N.J. For information, contact ATCA at
703-299-2430 or visit www.atca.org/techsymposium. 3-5 Air Traffic Control Association (ATCA) Annual Conference &
Exposition, Gaylord National Resort and Convention Center, National Harbor,
June Md. Contact ATCA, phone 703-299-2430 or visit www.atca.org.
15-16 RTCA 2011 Annual Symposium: Accelerating NextGen Through 10-12 National Business Aviation Association (NBAA) Annual Meeting &
Public-Private Partnership, Walter E. Washington Convention Center, Convention, Las Vegas. Contact NBAA, phone 202-783-9000 or visit
www.nbaa.com.
Washington, D.C. Visit www.aviationtoday.com/rtca.
10-12 Association of the U.S. Army (AUSA) Annual Meeting & Exposition,
20-26 Paris Air Show, Le Bourget, Paris. Visit www.paris-air-show.com. Walter E. Washington Convention Center, Washington, D.C. Contact AUSA,
July phone 703-841-4300 or visit www.ausa.org.
20-23 Airborne Law Enforcement Association (ALEA) Annual Conference 16-20 Digital Avionics Systems Conference (DASC), Renaissance Seattle
and Exhibition, Ernest N. Morial Convention Center, New Orleans. Contact Hotel, Seattle. Visit dasconline.org.
ALEA, phone 301-631-2406 or visit www.alea.org.
November
August 13-17 Dubai Airshow, Airport Expo, Dubai, United Arab Emirates. For
16-19 Association for Unmanned Vehicle Systems International information, phone +44 (0) 20 8846 2700 or visit dubaiairshow.aero.

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16 Avionics Magazine May 2011 www.avionicstoday.com


EBACE2011
BUSINESS AVIATION – LINKING COMMUNITIES AND ECONOMIES
MAY 17, 18, 19, 2011 | GENEVA, SWITZERLAND

EBACE is the perfect venue for Companies who want to showcase the essential role
business aviation plays in supporting jobs, mobility and economic opportunity in Europe.

This premier business aviation event will feature Exhibits, an incredible Static Display
of Aircraft, Education Sessions and Maintenance & Operations Sessions (M&Os) –
all located at the magnificent Geneva Palexpo and Geneva International Airport.

For more information visit:


www.ebace.aero
Industry
Graphic courtesy SESAR JU

European Iris program, depicted above, by 2020 will support air-traffic management through air-ground datalink communications.

Wheels Up
For SESAR
With 29 validation projects planned this year, the Single European Sky
ATM Research (SESAR) program strives for timely, tangible results

This progress is a result of Europe’s of Europe’s most ambitious research


By George Marsh Single European Sky ATM Research and development programs, is yielding

I
(SESAR) program and shows that, to tangible results. A basketful of benefits
n Europe, the future shape of air- coin a phrase, SESAR is now airborne will, they say, become available to aviation
traffic management (ATM) is becom- and climbing. After a four-year Defini- stakeholders from now on and particu-
ing visible today. All over the extended tion phase during which a Master Plan larly during the program’s third and final
continent, aircraft operators are seeing was created, the program’s Development phase, Implementation, which will suc-
temporal, financial and environmental phase commenced in 2009 and is well ceed the Development phase from 2016.
benefits from trials of controlled descent under way. The Development phase is the techno-
approaches, 4D trajectories, datalink Officials of the SESAR Joint Under- logical and operational pillar of SESAR,
communications, precision navigation, taking (SJU), the public/private part- intended to carry out all further R&D
enhanced surveillance and other new pro- nership that is managing this second of activity required to field an ATM system
cedures and technologies. three phases, are clear that SESAR, one worthy of the 21st century. A collabora-

18 Avionics Magazine May 2011 www.avionicstoday.com


tive partnership was formed to lead it in equipment, operations and training. verification of Controlled Time of Arrival
order to achieve maximum “buy-in” from “SESAR has been, is and always will procedures in support of initial 4D capa-
stakeholders, including the various Air be about delivering results that can be bilities. Prototype datalink and other
Navigation Service Providers (ANSPs), implemented easily,” Ky stated. equipment will allow air-traffic controllers
aircraft operators, aircraft manufactur- “By the end of 2011 we will have the and pilots to share the same information.
ers, the military, government agencies and first program deliverables validated in an Eurocontrol, LFV of Sweden and Airbus
supplier companies. operational environment, with benefits for are using flight trials to validate the pro-
The SJU is coordinating nearly 300 airlines, controllers, passengers and the cedures.
projects within 16 work packages that environment.” Commenting on achievements planned
form the overall R&D commitment. for this year, SJU’s Hotham says, “The
According to Peter Hotham, SJU chief of Release 2011 scope of these validation activities covers
Technology and Innovation, 85 percent of This first set of deliverables, dubbed the provision of test tools and equip-
the work has been allocated to organiza- SESAR Release 2011 and previewed at ment prototypes so that we get as close
tions best equipped to carry it out. As a the ATC Global conference in Amster- to the market with these developments as
result, some 2,050 experts were working dam in March, will provide early value for possible. Release 2011 will undoubtedly
on the program at this writing, a num- stakeholders. Through simulations, pro- provide a valuable set of capabilities, some
ber expected to rise. Of 110 companies totyping and shadow mode or live flight of which will be fully industrialized and
involved, several are based in the United trials, SESAR participants will perform ready to deploy.”
States, including Boeing, Lockheed Mar- 29 validation exercises across Europe. A By 2012, about halfway through the
tin, Honeywell, ACSS and Rockwell Col- number have already taken place. Development phase, the SJU intends to
lins. The entire R&D effort is being under- One notable achievement, for instance, have met a number of concrete targets,
taken in close collaboration with FAA to concerns an airborne safety net feature including the performance of 10,000
ensure interoperability with the equivalent that Airbus has developed but required flights, 500 of them military; the establish-
NextGen program in the United States. both validation and a justifying busi- ment of SWIM on a pilot basis; initial
Much of the present SESAR phase is ness case. Essentially, the new capability 4D trajectory verification; testing of 80
concerned with validating a new concept is the automation of avoidance actions percent of SESAR projects in a real-life
of operations (ConOps) that will under- following TCAS resolution advisories environment; and operation of the first
pin European ATM transformation. This whereby the avoidance maneuver is flown remote control towers.
concept, formulated as part of the earlier automatically rather than by the pilot. Data exchange will continue to be
Definition phase, requires progress in This addresses those situations in which developed to improve coordination
three key areas: pilots have ignored advisories because between flight profiles and movements of
1. A move to time-based operations, they thought they conflicted with ATC aircraft on the ground. Activities at air-
largely realizable with current technology, instructions or for other reasons, or have ports will contribute to improved surface
along with better communication between reacted too late. A team led by French air management and runway utilization. In
ground and airborne equipment. navigation services provider DSNA and terminal airspaces, there will be a focus on
2. Introduction of trajectory-based including experts from Airbus, consul- advanced Continuous Descent Approach-
operations based on aircraft trajectories in tancy Egis Avia, Eurocontrol and NATS es and Continuous Climb Departures,
four dimensions (three spatial plus time). in the United Kingdom has conducted the aimed at further ATM efficiency increases
These would extend gate to gate. validation and is working on business case and reduced environmental impact. Such
3. Implementation of an “intranet of development. actions will demonstrate that SESAR
the air,” an over-arching communications Another deliverable will be a fully is no “pie in the sky” concept and that
layer enabling all parties in the air and validated “remote tower” concept under Europe is on the way to converting its
on the ground to share ATM data. This which small local airports can be moni- ATM vision into reality.
System Wide Information Management tored remotely and their traffic controlled One good omen for stakeholder
(SWIM) system will enable wide situ- from a single, larger air-traffic control cen- acceptance of the ATM revolution now
ational awareness. ter, avoiding the need to provide and man under way is the widespread interest being
Michael Standar, SJU chief of Air a control facility at each airport. SESAR shown in trials currently in progress under
Traffic Management, says a combination member NORACON, a consortium of the Atlantic Interoperability Initiative to
of these approaches will bring early bene- eight ANSPs, performs ATC services Reduce Emissions (AIRE). This series of
fits to air transport. He notes in particular at Angelholm Airport, Sweden, from a flight trials and demonstrations, aimed
that delivery of the 4D trajectory and the remote site with a remote tower prototype. at reducing CO2 emissions for surface,
ability of all aviation stakeholders to share This is being used to demonstrate the terminal and oceanic flight operations,
relevant information are crucial. practicality of the Distant Aerodrome is managed by the SJU for Europe in
Patrick Ky, SJU executive director, Control Service. collaboration with FAA for the United
emphasizes the importance of early ben- NATS is carrying out new approach States. In 2009 some 1,150 “green” flights
efits, pointing out that there is “low hang- procedures at Southampton Airport, were undertaken, and so promising were
ing fruit” that can be harvested, much of U.K., using satellite technology. The aim the results that the program recently has
it through the use of existing equipment. is to reduce the number of disruptions due been expanded. In particular, the SJU has
Early achievements will, Ky argues, sharp- to poor weather, to make approach opera- selected 18 projects involving 40 airline,
en stakeholders’ desire for further ATM tions more cost effective and to enhance airport, ANSP and industry partners.
improvements and hence their willing- safety overall. These partners will collaborate on
ness to make the necessary investments in Yet another task for Release 2011 is the operations between city pairs as well

www.avionicstoday.com May 2011 Avionics Magazine 19


to improve airport infrastructures. In
terms of the latter, all players realize that
simply adding new runways, even where
this is not ruled out on grounds of finance
or public objections, is not the whole
answer and recognize that facilitating traf-
fic movements on the airport surface will
be an important contributor. SEAC is also
working to integrate new airport proce-
dures with AIRE gate-to-gate initiatives.
Enabling airports to collaborate
more closely with each other will require
improved communications between them.
A broadband system, which will integrate
with the SWIM intranet, will be based on
Photo courtesy SESAR JU

L-band line-of-sight terrestrial communi-


cations and on satellite communications.
Whether the latter is via a dedicated or
commercial satellite constellation has yet
to be decided.
As an example of the industrial
involvement that is central to SESAR, a
team led by Spain’s Indra is developing a
Patrick Ky, SESAR JU executive director, emphasizes importance of early benefits. microwave-based airport surface datalink,
a prototype of which is expected to be
as transatlantic and, to this end, new five new locations (Portugal, Canada, ready by the end of this year (Work Pack-
partners have come on board from such Morocco, the U.K. and U.S.) and aim, age 15.2.7).
additional locations as Austria, Belgium, inter alia, to offer shortened flight paths Improved communications and shared
the Czech Republic, Germany, Canada, for heavy long-range aircraft crossing the traffic awareness will enable airports to
Morocco, the Netherlands, the U.K. and flight information regions of Lisbon and operate more collaboratively and engage
Switzerland. Casablanca. A “Greener airports opera- in Airport Collaborative Decision Mak-
Ky emphasizes the benefits of the tions under adverse conditions” project ing (A-CDM). Over the last two years,
highly collaborative approach being taking place in France is studying situa- the A-CDM program has made great
taken. “AIRE 2 will demonstrate that tions caused by bad weather or other fac- progress, with more than 20 airports so
green flight operations can be applied tors constraining runway use. far actively implementing it. By the end of
everywhere immediately when partners this year, 10 of those airports are expected
agree to work together with a common Airport Capacity to have completed the implementation.
goal,” he said. “This is not the future, this Clearly, improving airspace capacity is Further roll-out of the program will con-
is SESAR’s reality.” of little use if airport capacity remains a tinue with ACI Europe, Eurocontrol and
Several transatlantic green flights are choke point. That is why, in 2009, opera- the Civil Air Navigation Services Organi-
to be operated by the Airbus A380 super- tors of six of Europe’s most capacity- zation (CANSO) all actively encouraging
jumbo. Seven projects involve integrated constrained airports came together in a new participants.
gate-to-gate operations, a number of these consortium to develop procedures aimed As Eurocontrol Director Gen-
being supported by FAA and NAV Cana- at expanding airport capacity while also eral David McMillan has commented,
da as well as European partners. reducing emissions and noise. “A-CDM is a fine illustration of the way
Some validation projects are being The six participants in the SESAR performance improvements can often be
conducted in Europe’s most congested European Airports Consortium (SEAC) achieved without major capital expen-
airspaces and at the busiest airports. — Aeroports de Paris, Schiphol Ned- diture. But it depends on partnership
For example, improvements in terminal erland BV, BAA Ltd. (UK), Flughafen — working together — and is based on
operations are the focus of trials involving Munchen GmbH (Germany), Flughafen an integrated approach with information
Lufthansa and Germanwings arrivals at Zurich AG and Fraport AG (Switzer- being shared across different players. It
Dusseldorf and Cologne, an area of par- land) — also provide representation emphasizes the network nature of ATM
ticularly dense traffic. Certain projects will for Europe’s many smaller airports (the where an apparently local decision can
focus on vertical and speed optimization, continent has some 1,500 airports) via a have implications right across Europe.
while partners who have already partici- dialogue with Europe’s Airports Council And of course it is focused on airports,
pated during the last couple of years will International and through the consor- which are right at the heart of the need to
expand on results achieved by bringing tium’s own membership in the SJU. Addi- increase capacity.”
green procedures into routine use. AIRE tionally, there is close collaboration with Eurocontrol, the pan-European air
is also building the first blocks of the the NORACON consortium (Norway traffic control authority which led the
SESAR ConOps by testing 4D trajectory- and Sweden) and with AENA in Spain. SESAR Definition phase, may, with the
based operations and SESAR’s concept of SEAC is devising procedural improve- present phase, have ceded SESAR leader-
performance-based navigation. ments within SESAR Work Package 6, ship to the SJU, but it remains pivotal,
Four enroute/oceanic projects cover Airport Operations, and considering how not least as a key member of the SJU. It

20 Avionics Magazine May 2011 www.avionicstoday.com


is actively leading a number of the work (ASAS), sequencing and merging — and is Frank de Winne, a European Space
packages while also participating in oth- eventual full 4D with self-separation and Agency astronaut who was the first Euro-
ers. One area of focus, for instance, is free routing. It is contributing to develop- pean to have a spell in command of the
information management (WP 8) and ment of the future GNSS-based naviga- International Space Station. He supports
information architecture (WP 14). tion infrastructure and enhancement of the SJU in defining research themes and
Accordingly, Eurocontrol is involved ground surveillance systems in support is particularly interested in finding simple
in designing SWIM and other informa- of Automatic Dependent Surveillance- solutions for complex situations.
tion sharing technologies such as the Pan- Broadcast (ADS-B).
European Network Service (PENS). It is Crucial to all these activities and On schedule?
helping to refine target concept elements central to the SESAR philosophy is the Will the 2016 target date for comple-
through work packages for En-Route, conviction that evolution must be led by tion of the SESAR Development phase
Approach and Terminal operations, (WPs performance requirements rather than, be met? Our soundings suggest that,
4,5 and 10); airport ATC (WPs 6 and 12); as seems to have happened in the past, although there have been delays in the
and network information management by technology. Part of the function of program and the air transport recession
(WP 13). It leads R&D transversal activi- SESAR is to select technologies that best has reduced its apparent urgency, the date
ties (such aspects as safety, security and meet carefully researched and formulated could still be met — just.
environment, WP 16) and Master Plan performance requirements. Paul Ravenhill, technical director at
Maintenance (WP C) as the plan evolves A small team based at the Eurocon- Helios, an ATM consultancy in the U.K.,
in line with SESAR progress. trol Experimental Center in Bretigny, argues that now all research activities are
Eurocontrol is actively involved with France, is managing long-term, innovative being well coordinated, there is strong
new communications, navigation and research under WP E. Supported by the and focused momentum so that results
surveillance (CNS) technologies, both on SESAR Scientific Committee, it marshals will come faster than hitherto.
the aircraft and in terms of non-avionic research networks of academic and indus- Ravenhill points out the need for ATM
systems. Its purview includes 4D trajec- trial players to explore new ideas for the improvement is still urgent, commenting,
tory management functions, aircraft sepa- long term and potentially useful innova- “SESAR was designed when air transport
ration assurance, approach functionalities tions that might be of benefit in the short was booming. Currently, we are in a down
and surface movement operations. WP 9 term. Forward-looking project themes cycle, but in a few years the industry may
activities embrace aircraft systems sup- range from higher levels of ATM automa- be on the up again and ATM limitations
porting initial 4D trajectory operations — tion to mastering complex systems safely. will once again threaten to constrain
air traffic situational awareness (ATSAW), A noteworthy member of the Scien- growth. I know it’s hard for an industry
airborne separation assistance system tific Committee that supports the team that is hurting to take the message on

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22 Avionics Magazine May 2011 www.avionicstoday.com


www.aviationtoday.com/av
17807
board at the moment, but we need to environment. Airbus recently formed system is costing airlines $4.2 billion and
invest for the future.” a subsidiary, ProSky, to develop ATM that flying indirect routings creates 16 mil-
Ravenhill concedes that marshalling equipment and help move the SESAR lion tonnes of avoidable CO2 emissions.
the funding needed to secure full ATM project forward. Perhaps the recent achievements of
transformation in the next, Implemen- European officials also desire faster SESAR, culminating in the present-year
tation, phase will be a big challenge if progress. EU Transport Commissioner release of validation projects, with anoth-
present economic conditions persist. To Siim Kallas, for one, wants a higher pri- er to follow in 2012, will help convince
overcome this, innovative financing mod- ority accorded to the Single European skeptics that real progress is being made,
els may be needed. An example is the pro- Sky. Ulrich Schulte-Strathaus, secretary that SESAR is already delivering, and that
posal recently made by an ITT-led team general of the Association of European given continued stakeholder commitment
in the United States, for helping aircraft Airlines, agreed when he told a high-level there is much more to come.
operators equip for NextGen. The general meeting that the present inefficient ATM
idea is that aircraft operators might be
enabled to lease the necessary avionics
initially, gaining full ownership through
stage payments made as the FAA meets
specified milestones for ATM improve-
ment. Similar creative ideas are being dis-
cussed for Europe also.
Along with his role at Helios, whose
consultancy services contribute to
SESAR, Ravenhill leads the secretariat of
the Industry Consultation Body (ICB),
a forum through which industry players
provide advice to the European Commis-
sion on the legal framework for SESAR.
“The ICB continues to do a sterling
job,” he said. “Over the last couple of PIC WIRE & CABLE IS CELEBRATING 40 YEARS
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and ground facilities should have evolved
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www.avionicstoday.com May 2011 Avionics Magazine 23


Photo courtesy U.S. Army
military

A Quick Reaction Capability 1 Grey Eagle with Lynx 30 radar taxis before surveillance mission at Camp Taji north of Baghdad, Iraq

STARLite Vision
Small Tactical Radar-Lightweight (STARLite) gives warfighters high-

resolution imagery from unmanned aircraft systems and aerostats

By Frank Colucci

M
“This is an interoperable radar,” Moving Target Indicator (DMTI) intro-
iniaturized Active explained Phil Owen, lead engineer for duced on the PTDS uncovers enemies on
Electronically-Scanned UAS payloads at the Army Aviation foot, and DMTI software will become
Array (AESA) radar gives and Missile Command (AMCOM) part of the baseline radar on the Grey
the U.S. Army a wide- at Redstone Arsenal, Ala. “It is using Eagle as well.
area, near-all-weather exclusively Open NATO standards. Any Every production Grey Eagle will
surveillance sensor for the Grey Eagle other exploiter out in the field can utilize carry the Northrop Grumman AN/
Unmanned Aircraft System (UAS) and this data without special software. That ZPY-1 radar and Raytheon AN/AAS-53
the tethered aerostat Persistent Threat makes a huge difference in exploitation.” Common Sensor Payload. (Avionics,
Detection System (PTDS). The Ku-band radar works in strip August 2008, page 24.) The radar covers
The Northrop Grumman STARLite mode to image a large area along a pro- a wide area and cues the electro-optical
was to deploy to Afghanistan aboard the grammed path or in spot mode to take a sensor to identify or laser-designate tar-
PTDS in the first quarter of this year close look at specific targets. Actual per- gets with two clicks at the operator’s sta-
and will go to war on the Hellfire-armed formance numbers for the new sensor are tion. “It’s a very Open Architecture-type
Grey Eagle UAS in early 2012. Both undisclosed, but the Army credits STAR- of system, very warfighter-friendly,” said
platforms will downlink high-resolution Lite with greater than 40 kilometer range Joe Parsley, UAS and rotary wing systems
Synthetic Aperture Radar (SAR) imagery and better than 0.3 meter resolution. senior manager at Northrop Grumman
and Ground Moving Target Indication In addition, a GMTI mode is required Electronic Systems (NGES). “Without
(GMTI) data to United States joint- to track vehicles moving from about 10 to STARLite, you could be searching all
service and allied military forces. 70 km/h on a digital map. A Dismounted day, if you had good weather.”

24 Avionics Magazine May 2011 www.avionicstoday.com


Courtesy Northrop Grumman

The Ku-band STARLIte radar Strip mode paints a large area along a programmed path.
Company Effort
The 63-pound STARLite came from a
company-funded effort at NGES. The
Baltimore radar house had previously de-
veloped the 165-pound AN/ZPQ-1 Tacti-
cal Endurance Synthetic Aperture Radar
(TESAR). The single-channel TESAR
with electronically scanned receiver array
was the first UAS sensor with SAR and
GMTI functionality and deployed to
Bosnia in 1995 on the Air Force RQ-1A
Predator. STARLite has two channels to
provide greater GMTI accuracy, and it
benefits from later commercial-off-the-
shelf electronics.
“Certainly, it’s much lighter weight
and lower power, which allows it to be
Courtesy Northrop Grumman

used on a wide array of platforms,” noted


system engineering lead Mike Mazzoni,
with the Army Program Manager, Robot-
ics and Unmanned Sensors (PM RUS) at
Aberdeen Proving Ground, Md.
PM RUS, under the Program Execu-
tive Officer, Intelligence, Electronic
Warfare and Sensors (PEO IEW&S), is
The STARLite Spot mode generates high-resolution imagery of specific targets.
the Army sponsor for STARLite and the
General Atomics Lynx II Block 30 multi- smaller,” said Parsley. “We took the obso- field of regard. “If we did not have the
mode radar now in Quick Reaction Capa- lescence issues and addressed those. Tech- gimbal, we’d had to have multiple faces
bility (QRC) units in Afghanistan and nology enabled us to downsize.” on the array for more weight, complexity
Iraq. The QRC radar weighs about 80 The current STARLite fills just 1.1 and cost,” noted Parsley.
pounds and was developed under a 2004 cubic feet with four line replaceable units The STARLite contract awarded
System Development and Demonstration (LRUs) — radar electronics, antenna in 2008 bought more than 70 radars.
contract to equip the Extended Range assembly, INS/GPS and power supply — Northrop Grumman at this writing had
Multi-Purpose (ERMP) UAS, later Sky and draws only 600 watts. Built-In Test delivered more than 30 systems, including
Warrior and now Grey Eagle. routines isolate faults down to the LRU seven to General Atomics Aeronautical
Northrop Grumman targeted the and make STARLite compatible with a Systems, Inc. (GA-ASI) for integra-
Army market and began STARLite devel- two-level field-and-depot maintenance tion on the MQ-1C. The GA-ASI radar
opment around 2005. The company won scheme. already on the Grey Eagle has an inertial
a best-value competition in April 2008 Responsive AESA radars with arrays measurement unit and GPS receiver and
and delivered the first two production sets of individual transmitter/receiver mod- can take inputs from the aircraft naviga-
in February 2010. The new radar had no ules provide innovative search-and-track tion system via Mil-Std-1553 databus,
commonality with TESAR, but leverag- functions and enhanced reliability by Ethernet or RS422 bus. The Grey Eagle
ing AESA production processes and eliminating mechanical sweep. However, architecture also has an on-board Ether-
facilities enabled Northrop Grumman to like TESAR, STARLite uses a single net connected to the data link and treats
evolve a low-risk solution through several array of modules electronically scanned the radar as a node on the network.
test versions. only in elevation. Azimuth still depends STARLite has a Northrop Grum-
“The production system is a lot on a mechanical gimbal for a 360-degree man LN-251 digital INS/GPS navigator

www.avionicstoday.com May 2011 Avionics Magazine 25


Photo courtesy Lockheed Martin

The Persistent Threat Detection System is a tethered aerostat and sensor integration architecture used to disseminate threat data
to operational forces. With STARLite radar and Dismounted Target Indication, it will help counter insurgents planting IEDs.

to integrate with air vehicle systems. It “An engineer who’s used to lat-long might Grey Eagle SAR uses aircraft motion to
requires no Tactical Common Data Link not realize it.” image large areas. The PTDS is fixed by
changes and needs no more bandwidth The Army plans to field 13 Grey a 5,000-foot fiberoptic tether and uses
allocation than the current radar. PM Eagle-equipped companies, each with GMTI and DMTI to combat insurgents
RUS and Northrop Grumman also made 12 aircraft, mobile and portable ground placing improvised explosive devices.
a special effort to make the new radar control stations, and ground data termi- “We’re all about GMTI right now,”
readily compatible with the Army One nals. The service already has 37 mobile, noted Phil Owen at AMCOM.
System Ground Control Station and relocatable PTDS aerostats with multi- The baseline radar integrated into
other exploitation equipment. “I consider mission payloads integrated with the the PTDS and Grey Eagle is meanwhile
us kind of ground-station agnostic,” said Army command information architecture undergoing product improvements.
Parsley. “It doesn’t matter; as long as by Lockheed Martin Mission Systems & “We are in the process of qualifying the
there’s a Windows-based system, we can Sensors (MS2) in Owego, N.Y. Not all extended range antenna,” said Northrop
roll right into that system.” PTDS aerostats will have STARLite. Grumman’s Parsley. “It would almost
The Army and contractor worked to The two platforms emphasize dif- double the range in some cases.”
optimize the STARLite operator inter- ferent radar modes. At altitudes greater Northrop Grumman is independently
face. “We actually had the users involved than 25,000 feet and speeds to 150 knots, testing a littoral maritime capability for
with development of the ground STARLite on the company’s Twin
control application,” said STARLite Otter, based in the Baltimore area.
Lead Engineer Joe Deroba, with Though the Army cancelled its
the Communications-Electronics XM-157 Fire Scout unmanned
Research, Development and Engi- helicopter program, the Navy has
neering Center (CERDEC) at deployed the ship-launched MQ-8B
Courtesy Northrop Grumman

Aberdeen Proving Ground. “They Fire Scout to Central Command


were able to comment on the design and may need a lightweight radar.
and ease-of-use.” There is no requirement to inte-
Feedback from users, for exam- grate the STARLite radar on the
ple, ultimately enabled operators to RQ-7B Shadow brigade-level UAS,
input targets in military grid coor- but Northrop Grumman expects
dinates as well as latitude and lon- to fly an AN/ZPY-1(V)2 radar in
gitude. “Simple things like that are STARLite radar occupies 1.1 cubic feet and weighs June with a weight of just 45 to
important to operators,” said Deroba. 63 pounds, compatible with a range of platforms 50 pounds. The lighter STARLite

26 Avionics Magazine May 2011 www.avionicstoday.com


General Atomics Aeronautical Systems
MQ-1C Grey Eagle is the Army’s division-
level UAS, and in full production will
be equipped with Northrop Grumman
STARLite radar, Raytheon Common
Sensor Payload and Lockheed Martin
Hellfire missiles. Other payloads can ride
in the third bay or on underwing pods.

trades a standalone power supply for a


card in the electronics LRU and switches
to a lighter IMU. It nevertheless promises
range equal to the baseline system today.
“There is not a specific program that
has identified it,” said Parsley. “We’re
getting a lot of interest from the smaller
Photo courtesy General Atomics Aeronautical Systems

UAVs and other platforms of interest


because of its smaller size and weight.”
CERDEC at Aberdeen Proving
Ground now has a STARLite Systems
Integration Laboratory to augment the
current radar modes and introduce new
ones. Phil Owen at AMCOM acknowl-
edged, “We’re looking at options to get
a little bit of ground penetration with
it. Another thing we’re looking at is to
expand the GMTI capabilities to cover a
larger area.”

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www.avionicstoday.com May 2011 Avionics Magazine 27


14688 AVPronet ad_4th.indd 1 10/03/2008 2:53:04 PM
product focus
Photo courtesy Honeywell

Honeywell ‘SmartView’ Synthetic Vision System, offered on Gulfstream and Dassault jets, on approach to Scottsdale, Ariz., Airport.

Synthetic Vision
Suppliers of synthetic vision systems, valued by pilots for both safety and
situational awareness, strive for operational credits for the technology

By Ed McKenna bigger returns, seeing a place for SVS in ing a mental picture of what is happen-

T
the cockpits of at least some air-transport ing,” said Ben Kowalski, director of
he key argument for synthetic category aircraft. aviation OEM Sales with Garmin Inter-
vision systems (SVS) has always There is little argument about whether national. “Synthetic vision builds that
been safety. The technology, SVS can boost pilot performance, espe- mental picture,” and saves the pilot “an
which delivers real-time, color cially during IFR approaches. Regardless enormous amount of mental legwork,”
3-D imagery of the terrain out- of the weather or time of day, pilots can he said.
side the aircraft to the pilot, is broadly use SVS to see surrounding terrain and Gordon Pratt, vice president of busi-
praised for boosting pilot situational airports up to 40 miles away. ness development with Cobham Avion-
awareness, driving SVS sales for corpo- A big part of the pilot’s job is gather- ics, agreed. SVS technology reduces the
rate and general aviation aircraft and ing data “from the airspeed indicator, pilot’s workload and headaches by “mak-
helicopters. altimeter, course deviation indicator, ing every flight like VFR,” he said.
Some vendors now are eyeing even maps, charts, ground speed … and build- This capability alone is boosting sales,

28 Avionics Magazine May 2011 www.avionicstoday.com


especially to corporate and general avia-
tion aircraft manufacturers for new or
soon-to-be introduced platforms, and
catalyzing competition among providers
including Cobham, Honeywell, Rockwell
Collins, Universal Avionics, Avidyne
Corp., and Garmin.
For example, Rockwell Collins SVS
systems will be part of Bombardier’s
Global Vision cockpit for the Global

Photo courtesy Rockwell Collins


5000 and Global Express XRS aircraft as
part of the company’s Pro Line Fusion
avionics suite. Those aircraft will be certi-
fied this year with “synthetic capability
on the head-down displays and synthetic
and enhanced vision on the head-up dis-
plays,” said Bob Ellis, Rockwell Collins
director of product and systems market-
ing for commercial systems. Runway shows on Rockwell Collins Head-Up Guidance System with synthetic vision
Honeywell’s SmartView SVS already
is available as an upgrade for Primus to the fact that operators can “get situa- low for landing. If we could lower the
Epic-equipped Gulfstream jets and is tion awareness, but not operation aware- decision height by even 50 feet, (those air-
installed on more than 170 aircraft. “We ness credit for synthetic vision.” ports) would be able to stay open,” Cun-
are certifying on four or five other types The question of operational credit is diff said. “This doesn’t apply to airports
of aircraft, and developing (a version) for not only holding up retrofit sales but also that are CAT III autoland, but it does
helicopter and transport and regional air- the potential for using SVS technology on apply at Chicago Midway and San Diego
craft,” said Chad Cundiff, Honeywell vice air transport aircraft. (International Airport) and a lot of the
president of Crew Interface Products. A lot of airlines are “interested in the regional airports.”
Garmin is providing its Synthetic technology, but in the airline world today, For now, the question of operational
Vision Technology capability with the it has got to buy its way on” (the aircraft), credit is being considered by RTCA Spe-
G1000 avionics suite for Embraer Phe- said Cundiff. cial Committee 213, jointly with Eurocae
nom 100s and 300s and Cessna Citation Gaining the go-ahead to reduce deci- WG-79, which has been tasked by FAA
Mustangs, said Kowalski. sion height for some ILS approaches with developing minimum aviation sys-
However, “there is interest, but less can translate into tangible returns for tem performance standards (MASPS)
pull right now from the retrofit corporate operators by eliminating weather delays for synthetic vision and the range of
jet market,” said Matt Carrico, senior or flight cancellations. “We have some Enhanced Flight Vision Systems (EFVS),
engineering manager of advanced con- data that shows, for instance, that at most Enhanced Vision Systems (EVS) and
cepts for commercial systems with Rock- airports in the U.S. there are about 150 Combined Vision Systems (CVS).
well Collins. The resistance is partly due to 200 hours a year when weather is too The issues specifically related to the
Photo courtesy Cobham Avionics

Cobham Avionics IDU-680 large-format display in triple configuration with synthetic vision primary flight display, HITS navigation

www.avionicstoday.com May 2011 Avionics Magazine 29


SVS case are being addressed in a draft a wholly heads-up environment, is a much N.H., and using it to land.
document, RTCA DO-315B. At this more natural way to fly.” “With our initial systems, we are
point “the system referred to in (that The Rockwell Collins SVS system allowing the pilot to choose a synthetic or
document) is proposed to be used on an includes other features “that the pilots enhanced vision scene or nothing,” said
SA (straight-in approach) CAT I ILS really like,” said Ellis. For example, “we Rockwell Collins’ Carrico. “They may
approach,” said FAA. Beyond that, the draw a dome feature over the intended choose to stick with the EVS scene; if not
specific features and architecture remain landing airport that is visible when you they can switch to SVS (and use it) as low
“hypothetical” since “actual SVS designs are 20 to 30 miles away,” he said. “As you as the certification approvals will allow.”
being developed to achieve instrument get closer to it, the dome starts to fade FAA contends that “each of these
approach credit are unique in many pro- out, and you see the runway outline.” components are potential sources of error
prietary ways.” Like the other vendors, Honeywell and failure modes.” However, “the use
Despite these differences, FAA deploys its SmartView SVS head-down of enhanced vision to augment the SVS
stressed that it is still “useful to describe on the primary flight display. “With HD presentation offers the benefit of an inde-
one concept and system architecture as a displays, we’ve got a deep color palette pendent ‘picture’ of the forward view of
basis for minimum standards, from which (with) texturing and shading,” said Cun- the runway that can serve to validate the
the actual systems being developed may diff. “We can display a lot of information correctness of the SVS picture.”
vary and show equivalence.” The agency including HUD symbology. But when the On a more practical level, the key
also said it “has not established a sched- pilots go out the window, we want them to Garmin’s approach to the market is
ule for implementing operational credit to be flying the aircraft with reference to scalability, said Kowalski. The company
for SVS.” what they are seeing out the window, so offers systems that can be used on a
In its initial work, “FAA at least hint- on a HUD you give them (just) the flight variety of platforms from light sport and
ed that they would be receptive to looking path marker, acceleration chevron, and turbine aircraft through the Phenom 300
at providing credit down to (a decision speed and altitude tapes.” business jet. Depending on the platform,
height of) 150 feet for a suitable system,” At the heart of SmartView is Hon- the systems could have different sized
said Carrico. The current minimum is 200 eywell’s Enhanced Ground Proximity screens, fewer features and different price
feet for a CAT I ILS approach. Warning System (EGPWS), which has points, he said.
In the meantime, SVS vendors are chalked up more 800 million flight hours Garmin sells its G1000, G3000 and
developing systems to bolster their cur- since it was introduced 15 years ago to G5000 avionics suites to OEMs who pur-
rent positions and prepare themselves for combat controlled flight into terrain and sue their own approaches when it comes
a future market. approach accidents. “We know of 50 to synthetic vision. “A lot of them, like
Rockwell Collins believes its decision accidents that have been ‘saved’” by the Embraer and Cessna, sell it as an option
to put SVS on the head-up display might EGPWS system, Cundiff said. on their aircraft,” said Kowalski. For
give it a leg up in the battle for approval In the quest for operational credit other manufacturers, like Cirrus Aircraft,
for operational credit. “We believe with or competitive advantage, vendors are it is a standard safety feature.
HUD, we can get credit to go below 150 exploring the use of SVS and EVS in tan- The SVT capability comes pre-
feet,” said Carrico. dem, incorporating infrared images of the installed on Garmin’s G600 avionics
“There is significant advantage in external situation. Honeywell and Gulf- retrofit package, and is available as an
having a natural transition from IMC stream have been awarded a $1.2 million add-on for the G500. And Garmin is now
(instrument meteorological conditions), contract from NASA to test Synthetic offering a helicopter version of its retrofit
where you see a synthetic representa- and Enhanced Vision Systems for the suite.
tion of world, to the conformal visual NextGen flight environment. The tests Garmin will not be alone in the heli-
representation as you come through the will investigate using Honeywell’s SVS as copter market, however. Honeywell is
obscuration layer,” said Ellis. Studies low as 100 feet above threshold and then developing a helicopter SVS system, and
done years ago with NASA showed “that transitioning to Gulfstream’s EVS, devel- Cobham has already carved out a healthy
the transition phase, if it is mechanized in oped by Kollsman Inc., of Merrimack, niche in the market — tallying late last
year, for example, a contract to provide
Garmin G1000 displays with Synthetic the Los Angeles County Sheriff’s Depart-
Vision Technology (SVT), an option for ment its Synthetic Vision Electronic
OEM or retrofit on business jets. Flight Instrument System (EFIS) for the
department’s fleet of 14 Eurocopter AS
350 B2 helicopters.
The Cobham Synthetic Vision EFIS
Photo courtesy Garmin International

has been approved for about 740 fixed-


wing and rotorcraft models, including
many Bell helicopter models, the Euro-
copter AS 350 and King Air, Citation
501, Cessna single and twin, Piper single
and twin, Piaggio Avanti and Pilatus
PC-12 fixed-wing aircraft models.
Helicopters offer somewhat different
challenges from fixed-wing aircraft.
“The lower you fly as a rule, the ter-
rain is an issue,” said Pratt. However, the

30 Avionics Magazine May 2011 www.avionicstoday.com


EFIS product is essentially “the information on to” the Smart-
same for helicopter and fixed- View system.
wing aircraft,” he said. “We have more pilot eyeballs
The Cobham system includes on the synthetic vision HMI
Highway in the Sky (HITS) navi- (human-machine interface) than
gation “which is a tunnel in space almost anything else we have
that traces your intended route done over the past decade,” said
from your flight management Rockwell Collins’ Carrico.

Photo courtesy Universal Avionics


system,” and a hover vector that “They have been key mem-
allows the pilot to determine his bers of our development team
hover performance,” Pratt said. throughout, going all the way
Now on software version 8, back to the original studies with
Cobham has added new features NASA pilots. And, more recent-
to the system, some of them ly, customer technical pilots and
derived from pilot feedback. FAA and Transport Canada
“They come up with very pilots have been partners with us
clever and creative ways to use the throughout the development pro-
system,” said Pratt. For example, gram for Global Express.”
“customers asked us to do a mark- Universal Avionics EFI-890R with Vision-1 Synthetic Vision
to-target for our hover vector.” They Next month: Electronic Flight
“wanted to be able to essentially crime scene to maintain a very precise Bags (EFBs)
drop a biscuit on the Earth, and then location at 1,000 feet and keep the cam-
hover relative to that biscuit.” eras pointed in a certain direction while Avionics Magazine’s Product Focus is a
The company accommodated pilots supporting assets on the ground. It is also monthly feature that examines some of the
by introducing a waypoint in the system used for search and rescue missions. latest trends in different market segments of
to designate or mark on a target. “The Other SVS vendors report equally pro- the avionics industry. It does not represent
pilot can just push a button on one of his ductive relationships with pilots who use a comprehensive survey of all companies
control sticks, put a symbol on the map or test their systems. At Honeywell, “they and products in these segments. Avionics
and then hover relative to that symbol,” are very much part of the design team,” Product Focus Editor Ed McKenna can be
Pratt said. This feature would allow a law said Cundiff. Pilot suggestions “drove us contacted at emckenna@accessintel.com
enforcement operator over a suspected to integrate a lot of the heads-up display

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www.avionicstoday.com May 2011 Avionics Magazine 31


new products
Cabin Management Android Application They are rated for operation from -65°C
to +150°C. They meet requirements of
SAE-AMS-DTL-23053/8 for insulation
sleeve and the current draft of SAE-
AS81824/12 (modified for 150°C) crimp
splices. Visit www.tycoelectronics.com.

Component Support
The Avianca-TACA group awarded Bar-
field, a Sabena Technics company based
in Miami, a 10-year support contract to
provide component support for its fleet
of 60 Airbus A320s.
The agreement includes the group’s
four airlines: Avianca, TACA, Aerogal
and Ocean Air.
In addition, Barfield is setting up repair
capabilities in Bogota, Colombia, to better
support Grupo Avianca-TACA’s airlines
Flight Display Systems, based in Alpharetta, Ga., introduced and installed an as well as operators in South America.
Android software application for use with its Select Cabin Management System Visit www.barfieldinc.com
(CMS). The application allows passengers to control all cabin functions from their
mobile phone or tablet computer. Distributor Agreement
The 7-inch Android-powered tablet controls cabin functions including lighting, Beaver Aerospace & Defense, of Livonia,
window shades, Blu-ray player, movie library and Moving Map. The wireless sys- Mich., appointed Satair, of Copenhagen,
tem operates via Bluetooth for full control anywhere inside the aircraft cabin. Demark, as a full-line distributor of
The launch customer for Flight Display Systems’ Android CMS software is an its FAA-approved commercial aircraft
unnamed operator of a Gulfstream III business jet. Visit www.FlightDisplay.com. products. Beaver Aerospace & Defense
manufactures actuation systems and com-
ponents for the aerospace and defense
PTFE Cable Klaus H. Eichel and supported by Man- industries.
W.L. Gore & Associates, of Landenberg, agers of Sales GA Europe Wolfgang Visit www.beaver-online.com.
Pa., introduced High Flex Flat Cables for Schwarzer and Sabine Eichel and Sup-
the aerospace industry using polytetra- port Engineer Achim Baier. Training System
fluoroethylene (PTFE) technology. Visit www.dacint.com. Baltic Aviation Academy in Vilnius,
Low coefficient of friction and “excel- Lithuania, will use computer-based pilot
lent” tear resistance enable the cables to Cold-Applied Splice training systems from CPaT, based in The
maintain good signal integrity, accord- Tyco Electronics, of Harrisburg, Pa., Woodlands, Texas.
ing to Gore. The flexible material also introduced a cold-applied splice, which The academy said it will introduce
allows the flat cables to be stacked on top provides both wire termination and CPaT’s library of Flight Training com-
of each other without needing dividers environmental sealing in a single step. puter-based training (CBT/WBT) course-
and shelves, reducing the overall size and Sealing is provided without the need ware and Specialty programs, and Learn-
weight of the cable system. for adhesives, tapes, grommets or other ing Management System (LMS), into its
Visit www.gore.com. methods traditionally used in aerospace training curriculums.
and defense applications. Because no CPaT’s LMS provides real-time access
Technical Publications heat is needed, the splice can be applied to learning analytics and reports in order
Avidyne Corp., based in Lincoln, Mass., in potentially hazardous places such as in to track the student’s learning process.
formed a partnership with Aircraft fueled aircraft, according to the company. Baltic Aviation Academy offers 34
Technical Publishers (ATP), of Brisbane The immersible splice prevents water training programs, including type rating
Calif., to provide single-source, digital, from entering even under permanent training courses for Boeing 737 Classic,
avionics technical publications of Avi- pressure or weight. The splice uses a non- Boeing 737 NG, Boeing 757, Boeing 767,
dyne products for ATP customers. flowing gel to provide sealing without Saab 340/2000, Airbus A320, ATR 42-72,
Visit www.avidyne.com. mess. The metal splice is tin-plated cop- Embraer 135/145, Bombardier CRJ
per with a transparent polyvinylidene 100/200 and Bombardier CRJ 700/900, as
European Office fluoride sleeve and color-coded thermo- well as initial pilot training school (FTO)
DAC International, of Austin, Texas, has plastic end caps. courses. Visit www.balticaa.com.
opened a European General Aviation Splices are available in three color-
office in Germany. coded sizes for 26 AWG to 12 AWG wire Voice, Data Services
The Germany office is managed by with silver or copper-plate conductors. Members of the oneworld airline alli-

32 Avionics Magazine May 2011 www.avionicstoday.com


ance –– British Airways, Iberia, Finnair by the GLOBALink Engineering team tion. In addition, GOL will assist Delta
and Malév Hungarian Airlines –– have — an ACARS turn-key replacement with some line maintenance services for
selected SITA to provide voice and data system, ARINC’s ATN (Aeronautical Delta aircraft with extended ground time
services across their combined fleet of Telecommunications Network) router in Brazil. Visit deltatechops.com. 
more than 450 aircraft, including the and ARINC’s central ACARS message
VHF data link mandated by EU Single processor. Visit www.arinc.com. Galley Support
Sky regulations for air traffic control The Greek division of Scandinavian Avi-
(ATC) communications. Flight Monitoring onics (SA), based in Billund, Denmark,
The five-year agreement will take the is offering sales, certification, installation
airlines past the EU deadline of February and repair of aircraft galley equipment,
2015, which requires all aircraft flying in including ovens, coffee makers, water
Europe, and all EU Air Navigation Ser- boilers and beverage makers.
vice providers, to be equipped for ATC SA Greece stocks and supplies a range
data link capability. of aircraft galley rotables, expendables
In addition to the SITA VHF data and consumables for sale, exchange and
services, the airlines will be able to use loan. Also, repair services are offered from
satellite services including Inmarsat Clas- a one-of repair to full support contract for
sic, SwiftBroadband and Iridium, for an entire fleet, the company said.
operational and passenger use. Certification services for any galley
British Airways, Iberia and Malév equipment solution in any type of aircraft
have renewed their existing SITA VHF can be carried out from the Scandinavian
Data Link services agreement. Finnair Alakai Technologies, Hopkinton, Mass., Avionics headquarters in Billund via the
will be switching VHF and satellite com- was awarded FAA supplemental type cer- SA Part-21 design department, the com-
munications to SITA while Iberia will tification for installation of its digital pany said.
switch to SITA for its satellite communi- Flight Data Monitoring (FDM) system The new capability also allows SA
cations. Visit www.sita.aero. and wireless Internet units on Eurocopter Greece to provide full installation of gal-
AS350 and EC130 helicopters. ley equipment at its own hangar facilities
Software-Defined Radio According to the company, AS350 in Greece or at the customer’s preferred
Elbit Systems, based in Haifa, Israel, operators can now achieve comprehensive location. Visit www.scanav.com.
launched its latest software-defined airline-style FDM (also known as Flight
airborne radio –– the Tadiran SDR- Operational Quality Assurance) pro- Software Emulator
7200AR. Specifically designed for grams at a fraction of the cost. AdaCore, of New York City, released
airborne platforms, the radio system Alakai’s on-board and backend GNATemulator, a flexible emulator
harnesses the power of its distinctive algorithms turn raw data into objec- system for testing embedded software
automatic routing and relay capabilities tive, actionable recommendations and applications. The system allows software
to offer extended range, while offering decisions. The system works with older developers to compile code directly for
video, voice and data simultaneously at a round-dial as well as the latest glass cock- their target architecture and run it on
high data rate, according to Elbit. pit aircraft, according to the company. their host platform, through an approach
The Tadiran SDR-7200AR is com- Visit www.alakai1.com. that translates from the target object
pliant with Software Communications code to native instructions on the host.
Architecture SCA version 2.2.2. It sup- MRO Contract This avoids the inconvenience and cost of
ports multiple frequency bands, including Delta Air Lines’ maintenance division, managing an actual board, while offering
VHF, UHF, L-Band, S-Band and SAT- Delta TechOps, has entered an exclusive an efficient testing environment compat-
COM. Visit www.elbitsystems.com. maintenance, repair and overhaul (MRO) ible with the final hardware.
partnership with GOL Linhas Aéreas The GNATemulator cannot be used
CMMI Certification Inteligentes S.A. As part of the five-year for all aspects of testing, but does provide
The ARINC engineering team renewed agreement, which includes an additional an efficient, cost-effective way of execut-
its Software Engineering Institute (SEI) five-year option, Delta TechOps will pro- ing the target code very early and very
Capability Maturity Model Integration vide engine overhauls for a minimum of broadly in the development and verifica-
(CMMI) certification. 50 percent of GOL’s CFM56-7 engines tion process, according to AdaCore.
ARINC’s GLOBALinkSM Engineer- and maintenance services for various Visit www.adacore.com.
ing group was recertified for the Capabil- parts and components on GOL’s fleet of
ity Maturity Model Integration Level 3 Boeing 737NGs.  Paris Headquarters
rating. The CMMI Level 3 award follows Delta TechOps also will provide con- Rockwell Collins opened a new Paris
an assessment of the GLOBALink Engi- sulting services related to maintenance headquarters for Europe, the Middle
neering group’s process integration and workflow planning, materials and facility East and Africa.
improvement. optimization, and tooling support and The office is led by Bruno Rambaud,
ARINC said the assessment was con- will assist GOL with its efforts to secure vice president and managing director.
ducted on three key projects developed FAA Part 145 Repair Station Certifica- Visit www.rockwellcollins.com.

www.avionicstoday.com May 2011 Avionics Magazine 33


perspectives
by Fredrik Barcheus

ATM Automation
A
s traffic levels in civil aviation con- cation of Human Factors in many domains.
tinue to increase, the possibility of As a response to this, the European Com-
keeping up with capacity in Air Traf- mission funded the HILAS project (Human
fic Management (ATM) by simply Integration into the Lifecycle of Aviation
applying “more of the same” is faltering. The Systems) in which KTH was a partner. The
antidote, automation, is frequently cited as yet project ventured on a system-wide integration
another source of accidents. The Human Fac- in the aviation sector, from flight-deck tech-
tors Research group at KTH, the Royal Insti- nology through operations to maintenance.
tute of Technology in Stockholm, is one of One of the major achievements in the HILAS
the many actors that try to combat the draw- project was the inter-company sharing of
backs of badly implemented automation. potentially competitive information to obtain
Whereas earlier increases in air traffic industry-wide benefits.
could be mitigated by redesigning the ATM In order to overcome at least some of
sectors and increasing the number of air traf- the most cost inefficient causes, Europe has
Do developers fic controllers, this is no longer the case. Con- since the 1990’s taken steps toward a more
sequently, further work must be undertaken in harmonized ATM structure. The latest such
have the the area of automation in order to cope with step is the SESAR program, which is often
increases in traffic intensity. compared to the NextGen initiative in the
appropriate From the viewpoint of a human operator, U.S. Responding to emerging trends of higher
tools to automation can decrease the continuously automation and complexity, SESAR supports
developing understanding of system behavior, the Higher Automation Levels In ATM (www.
understand or Situation Awareness. This in turn can cre- hala-sesar.net) and Complex World (com-
the operational ate situations where automation together with
other system components, e.g. humans, per-
plexworld.innaxis.org) research networks, of
which KTH is taking an active part.
context of forms in a counter-productive manner. Does criticism of automation imply that
The Human Factors Engineering group at we should avoid automation altogether? No,
automated KTH has performed research in the area of of course we shouldn’t. But we should retain
systems? aviation during the past decades and currently an awareness of the potential consequences in
works on modeling large, highly automated order to make informed decisions. Automa-
systems in order to develop indicators for tion may to some extent remove humans from
safety assessment. The main rationale is to be the “sharp end” of operations, but the imple-
able to maintain the trend of increasing sys- mentation of automation tends to emphasize
tem integration while diminishing safety risks human intervention in the development phase.
and their associated costs, ultimately progress- That redistribution would arguably make a
ing sustainable aviation. rationale for increased research regarding the
Whereas small decoupled systems are effects of decision making in early stages of
fairly easy to model, large socio-technical sys- development. Do developers have appropriate
tems are very hard since the number of tightly tools to understand the operational context
coupled interactions between components of the automated system, especially in event-
in the system is large as well as being non- driven operations where some scenarios can
linear in their nature. This characteristic not only be assessed post-hoc?
only makes the systems hard to analyze but In the evolving highly automated ATM
the consequence of non-nominal operations system comprising a broader diversity of
tends to snowball and cause large costs. aircraft, broader diversity of equipage in avi-
The main driver of creating larger inte- onics and communications, broader diversity
grated systems is basically to gain economic of agents (human or autonomous), the main
advantage, but if larger systems create suf- question posed by the KTH Human Factors
ficiently large consequences, this argument Research group is how to model the impact of
becomes obsolete. Currently, we do not pos- automation in order to increase the safety and
sess sufficiently good tools and methodologies cost efficiency of aviation.
to assess large systems in near real-time in
order to prevent large break-downs. Attempts Fredrik Barchéus, MSc PhD, is a member
have been done to create incident reporting of the Human Factors Research group of KTH,
systems in order to elicit data, some of them the Royal Institute of Technology in Stock-
very good, but still there is a haphazard appli- holm. He can be reached at barcheus@kth.se

34 Avionics Magazine May 2011 www.avionicstoday.com


June 15 - 16, 2011
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2011 Annual Symposium Washington D.C.

Accelerating NextGen Through Public-Private Partnership

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NextGen Advisory Committee

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