DENVER — The Army recently ran the new GE Aerospace T901 next-gen helicopter engine on Sikorsky’s Future Attack Reconnaissance Aircraft (FARA) prototype, gathering data ahead of a planned first flight with the new engine on a UH-60 Black Hawk in early 2025.

Brig. Gen. David Phillips, the Army’s program executive officer for aviation, told reporters further test T901 engines, developed under the Improved Turbine Engine Program (ITEP), will be delivered to Sikorsky in the coming months to begin integration work on Black Hawk.

“With that effort [on the FARA prototype], we gained a lot of data that will transition into the ITEP program. First into the Black Hawk program and then into the Apache,” Phillips told reporters at the Army Aviation Mission Solutions Summit here. “We’re going to start [with Black Hawk] that at the end of May and the beginning of June. We’ll get those engines integrated into the aircraft. We’ll do some power on checks later this year. Throughout the rest of this year, there will be planning in parallel. After we finish the preliminary flight rating testing on the test stands of the other engines that would feed right into the air worthiness release to do the first test flights and ground runs. Those will probably occur next year based on the schedule where we’re at today.” 

GE Aerospace was awarded a $517 million contract in February 2019 to develop its T901 engine for ITEP, which will eventually power the Army’s AH-64 Apache and UH-60 Black Hawk helicopters.

The T901 was also intended to power the future FARA platform before the Army announced in February its plan to cancel development of the program, which had been in a competitive prototype phase with Sikorsky and Bell.

Along with canceling FARA, the Army noted at the time it would also delay moving into production of the T901 engine and invest in further research and development efforts.

Sikorsky President Paul Lemmo told reporters at the conference here the company proposed testing ITEP on its Raider X prototype soon after the FARA cancellation announcement, viewing it as an opportunity to get a “head start” and reduce risk heading into Black Hawk integration efforts.

“I’m very pleased to announce that on April 10 we lit off the [ITEP] engine and turned rotors for the first time on our FARA [prototype]. And, again, the main point here isn’t that we’re proceeding with FARA, I want to make that clear. We are burning down risk for the ITEP engine to go on the Black Hawk. And that’s really the first aircraft [the engine’s] going to go on and then the Apache, I believe, as well,” Lemmo said. “And [the ITEP engine] performed well. We’re still analyzing the data. Essentially, we ran it at low speed, obviously, for the very first time that it was going to turn rotors.”

“So you can kind of view this as giving us a head start because we don’t have two engines today for Black Hawk. And the engines that we should get for Black Hawk, they’ll be more qualified, if you will, to move into flight and full testing than these early engines were. That’s why it didn’t make sense to just wait if we can do it on FARA, have a ground run, see what data measurements we get and results. And if we learn something negative, then GE could go work that. But fortunately, so far, we haven’t learned anything negative,” Lemmo added.

Lemmo said the Army has now authorized Sikorsky to run the T901 engine up to full speed on the ground, while he confirmed there are no plans right now to actually fly the company’s Raider X prototype with the new engine.

“We have a test plan that would get us a number of more ground runs until we kind of learn what we need to learn. And, hopefully, by that point will have received the engines for Black Hawk. And then it’ll make sense to just transition and do the rest of the work on Black Hawk,” Lemmo told reporters. 

After receiving the test T901 engines for Black Hawk in the coming months, Lemmo said Sikorsky is planning work on integration and ground runs for six months before moving into flight tests early next year. 

“We view the ITEP engine as foundational for Black Hawk modernization. It’s going to provide additionally not only efficiency with the engines, which results in more range, but also more power, so more lift capacity for the aircraft,” Lemmo told reporters. “[The Army] is committed to ITEP on the Black Hawk. Obviously, with the funding cuts, the program’s been slowed a little bit but we’re going to be off [soon] in testing.”

Lemmo noted Sikorsky has had a contract with the Army to work for the last couple years on modifying two Black Hawks so they’re ready to accept ITEP engines for testing.

“We did modify all the connections. There’s electrical connections, there’s hydraulic, there’s fuel. We’ve modified the compartment in the aircraft that the engines goes into, basically to GE’s specs,” Lemmo said. “I think the fact that we proved it on FARA that the engine fit the first time in gives us good confidence that it should fit properly [in the Black Hawk].” 

Sikorsky’s work with the ITEP engine is part of its remaining activities on FARA as the Army winds down the program through the end of FY ‘24, although Lemmo noted the company has not yet been informed on what the service may do with its prototype airframe moving forward. 

“We’ll be working through that as the contract winds down,” Lemmo said. “A lot of our investment is in our intellectual property. So we obviously retain whatever intellectual property we have invested in. But, the Army essentially owns the aircraft.”

Phillips told reporters the Army is still working through its priorities for remaining FARA activities and what will be done with Sikorsky and Bell’s airframes moving forward, calling it an “evolving process.”

“For the future long-term disposition, we haven’t decided yet. We will decide what that long-term disposition will be later this year. But it’s an evolving process as we’re working with industry to ensure we understand the opportunities that are available there to continue work or are there opportunities where we need to shift to higher priorities,” Phillips said.

A version of this story originally appeared in affiliate publication Defense Daily.

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EcoPulse, the hybrid-electric distributed propulsion aircraft demonstrator jointly developed by Daher, Safran and Airbus to support aviation’s decarbonization roadmap, has successfully performed its first flight test in hybrid-electric mode, the companies announced on Dec. 5. 

The demonstrator flew with its electrically-driven “ePropellers” activated, powered by a battery and a turbogenerator. 

EcoPulse took off from Tarbes Airport, in southern France near the Spanish border, on Nov. 29, just after 10:30 a.m. local time. The test flight lasted nearly two hours. 

During the flight, the crew engaged the electric propellers and successfully tested the aircraft demonstrator’s flight control computer, high-voltage battery pack, distributed electric propulsion and hybrid electric turbogenerator, Airbus said.

EcoPulse’s first hybrid flight follows extensive ground tests and 10 hours of flight tests of the aircraft with the electrical systems inactive.

Based on a Daher TBM aircraft platform, EcoPulse is equipped with six integrated electric thrusters or e-Propellers supplied by Safran, distributed along its wings. Its propulsion system integrates two power sources: an electric generator driven by a gas turbine also supplied by Safran, and a high-energy density battery pack supplied by Airbus. 

At the heart of the aircraft architecture is a power distribution and rectifier unit, or PDRU, that protects the high-voltage power distribution network.

The battery pack designed by Airbus is rated at 800 Volts DC and can deliver up to 350 kilowatts of power. Airbus also developed the flight control computer that controls aircraft maneuvers using the ePropellers, and synchrophasing to support future aircraft acoustic recommendations, the company said. 

The demonstrator aims to evaluate the operational advantages of integrating hybrid-electric distributed propulsion, with specific emphasis on carbon emissions and noise-level reduction. This disruptive propulsion architecture enables a single independent electrical source to power several engines distributed throughout the aircraft.

“We confirmed today that this disruptive propulsion system works in flight, which paves the way for more sustainable aviation,” said Eric Dalbiès, Safran’s executive vice president of strategy and chief technology officer. “The lessons learned from upcoming flight tests will feed into our technology roadmap and strengthen our position as leader in future all-electric and hybrid-electric propulsive systems.”

“The flight campaign will give Daher invaluable data on the effectiveness of the onboard technologies, including distributed propulsion, high-voltage batteries and hybrid-electric propulsion,” commented Pascal Laguerre, Chief Technology Officer at Daher. “We’re working to converge practical and significant know-how on design, certification and operation to shape our path toward more sustainable aircraft for the future.” 

Unveiled at the 2019 Paris Air Show, EcoPulse is one of the major collaborative projects in Europe to reduce the aviation industry’s reliance on fossil fuels. It is supported by the French Civil Aviation Research Council, and co-funded by the French Civil Aviation Authority through a French government economic recovery plan and NextGeneration EU. 

“This is a major milestone for our industry and we’re proud to have powered the EcoPulse demonstrator first flight with our new battery systems,” said Sabine Klauke, chief technical officer at Airbus. High-energy density batteries will be necessary to reduce carbon emissions from aviation, whether for light aircraft, advanced air mobility or large hybrid-electric aircraft. Projects like EcoPulse are key to accelerating progress in electric and hybrid electric flight, and a cornerstone of our aim to decarbonize the aerospace industry as a whole.”

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Avidyne recently announced IFD integration with Adventure Pilot’s iFLY EFB. (Photo: Adventure Pilot/Avidyne)

Adventure Pilot’s iFLY electronic flight bag application is now fully compatible with Avidyne flight management, navigation, communication, and GPS systems. 

Avidyne, which produces integrated avionics systems, aircraft displays, and safety systems, announced the partnership with McKinney, Texas-based Adventure Pilot this week. The updated iFLY electronic flight bag (EFB) app enables pilots to share flight plans with Avidyne navigation systems with any iOS or Android device, “streamlining the flight preparation process for pilots, and ensuring data consistency between avionics systems,” Avidyne said in a statement.

In the other direction, Avidyne systems feed wide area augmentation system (WAAS) GPS, Automatic Dependent Surveillance–Broadcast (ADS–B) and altitude reference and heading (AHRS) data into version 12.2 of iFLY, enhancing the app’s situational awareness and capability, Avidyne said. 

Adventure Pilot designed iFLY to minimize pilot input and reduce complex interaction between a pilot and flight instruments, allowing for better situational awareness. The app features large menus and buttons and high-contrast colors for ease of navigation. It requires no complex gestures and can intuit a pilot’s intended input or desired information in turbulent skies when it is difficult to accurately punch buttons on a mobile device, the company says.

Avidyne’s IFD-series of touchscreen navigators are direct, slide-in replacements of GNS navigators that use existing trays and are compatible with all popular interface configurations to minimizing aircraft downtime and installation costs, the company says.

They “share the same basic functionality available in large and compact display formats and with or without integrated VHF radios,” Avidyne says. “The IFD user interface reduces button pushes and knob twists by up to 75 percent. Dropdown menus provide easy entry of airways, exit waypoints, destinations, and approach procedures. One-touch user-defined waypoints, plus pinch-zoom, map panning, and graphical flight plan editing, make operation a breeze.”

The newest version of iFly EFB is also compatible with other third-party apps including Foreflight, AvPlan, Cloud Ahoy, SkyDemon, Oz Runways, and of Avidyne’s own IFD100 app.

“This partnership between iFly and Avidyne is a testament to our commitment to delivering exceptional user experiences for our mutual customers, and a step forward in fostering greater harmony between avionics systems,” said Mike Salmon, technical marketing manager at Avidyne. “The ability to integrate with another fantastic EFB solution like iFly EFB enhances the freedom of choice that Avidyne pilots are used to.”

Juanita Boyd, Adventure Pilot’s vice president of operations, said integrating iFLY with Avidyne systems “represents a significant milestone for iFly as we continue to prioritize safety and innovation in the aviation industry.”

iFly EFB 12.2 is now available for download on the App Store and the Google Play Store. A brief tutorial video on connecting to the IFD is available on YouTube.

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(Photo: Airlinerwatch)

In the last month or so, U.S. telecommunications companies have ramped up deployment of their 5G networks across the country, jolting commercial aviation operators into ensuring their radio altimeters are free from interference by emissions from hundreds of new cellular towers near airports.
The telecom giants agreed until July 1 to being powering up the 5G system and switching on new towers that provide high-speed data services. Commercial airlines, business jet operators, and helicopter fleet owners were given that date as a deadline to either retrofit, replace or otherwise modify radio altimeters, also called radar altimeters, or face landing restrictions at nearly 200 airports where the signals could interfere with altimeters tuned to a certain transmission range.
Radio altimeters, often shortened to rad-alts, feed information into just about every avionics system on a modern aircraft, explained Alex Haak, Associate Director of Programs: Avionics Flight Deck Aftermarket at Collins.
The yearlong voluntary extension by Verizon and AT&T—and about 20 other telecom companies—allowed commercial airlines and business jet operators ample time to mitigate the effects of 5G bleeding into the bandwidth used by rad-alts.
“The reality is that band has been sold to telecom and this is going to be a future state for us,” Haak said during a recent webinar hosted by Collins and Aviation International News. “It’s really about how do we adapt to the future state. … Previously, that 3700 to 4200 band was really unoccupied. That was a guarded zone so that there wasn’t an interference within the rad-alts, and now that 5G is starting to encroach a little bit closer on arrival. That’s where you can get the potential for interference with your rad-alt which we’ll say is highly undesirable on final approach and after takeoff which is a critical rad-alt phase of flight.”
Altimeters are mostly relied on by pilots and crew during final approach, below about 2,500 feet as they close in on an airport. They are also used on departure, but less so, Haak said. In both phases of flight, the rad-alt becomes a critical part of the navigational equation, he said.
“When we think though about rad-alts and 5G, it’s not really the rad-alt alone in a silo we need to think about,” Haak said. “We need to think about what inputs into the greater avionics system the radio altimeter does.”
For starters, there is the flight management system, or FMS. It and the terrain alerting and warning system, or TAWS, both take height data input from the radio altimeter. So does the ground proximity warning system, or GPWS, which provides approach guidance to the pilot as the plane comes in to land, Haak said.

Also communicating with the rad-alt is the aircraft’s auto-throttle, autopilot, and other automatic landing systems. The rad-alt feeds height-above-ground readings to the traffic collision avoidance system or TCAS. If the aircraft is equipped with a head-up display or HUD, that system also provides altitude readings pulled from the onboard radio altimeter. As does a synthetic vision system (SVS), the stall protection system, and the onboard maintenance and diagnostics systems.

“While we have all these integrated avionics portions that were added, the rad-alts on your airplane really feed into these subsystems and it can affect them,” Haak said. “It can affect the safety of the flight as we come in to land. So we need to be very cautious about how 5G could affect us.”

Possible interference with radio altimeters by 5G service has been a concern for some time and the FAA requested that any anomalies be reported. So far, the agency has received more than 420 reports of radio altimeter anomalies occurring within a known location of a 5G C-band deployment, according to the FAA. About 315 of those reports were unrelated to 5G C-band interference and were resolved through normal continued operational safety procedures.

For the roughly 100 or so other anomalies occurring within areas where the FAA has issued a notification to air missions (NOTAM), the FAA has excluded other potential causes for the anomaly, but could not rule out 5G C-band interference as the potential source of the radio altimeter anomalies.

For the 100 incidents where 5G was found to likely be the cause of an anomaly, the transmissions produced possibly erroneous TAWS warnings, TCAS warnings, erroneous landing gear warnings, and the erroneous display of radio altimeter data, according to the FAA.

“Although these flight deck effects are less severe than the hazards associated with low-visibility landings, the FAA is concerned that to the extent 5G C-Band operations contributed to such events, the effects will occur more frequently as telecommunication companies continue to deploy 5G C-Band services throughout the country,” the FAA said in a statement.

The FAA, AT&T, and Verizon have collaborated extensively to ensure 5G C-Band radio frequency transmissions and aircraft operations can safely co-exist. The agreement with Verizon, AT&T, T-Mobile US (TMUS.O), and UScellular (USM.N) followed extensive discussions with the FAA, allowing carriers to increase power levels to get to full C-Band use by July 1.

In early January 2022, the FAA began to enforce “tailored runway protection zones” around airports where aircraft were most heavily reliant on radiator altimeters in the below-2,500-feet phase of flight prior to landing.

AT&T and Verizon coordinated their deployment around 5G C-Band mitigated airports “including in some cases reducing emission power around airports and committing to antenna pointing angles in the vertical plane to limit the potential for interference within the tailored runway safety zones.”

The companies eventually extended the rollout of 5G at full power until July 1, 2022, a date which Transportation Secretary Pete Buttigieg said would not be extended further.

The International Air Transport Association, representing more than 100 air carriers that fly to the United States, said in May that “Supply chain issues make it unlikely that all aircraft can be upgraded by the 1 July deadline, threatening operational disruptions during the peak northern summer travel season.”

Heidi Williams, senior director of air traffic at the National Business Aviation Association (NBAA), said that given the voluntary deadline extension, aircraft operators simply have to adapt to the new 5G encroachment at certain airports, while expecting the interference to spread.

“As of July 1, those mitigations will be eliminated and the telco companies are going to go to greater power and full-scale deployment,” she said. “So at that point, all of those systems … are at greater risk potentially if you have not installed a filter or upgraded your rad-alt.”

Then-Acting FAA Administrator Billy Nolen said in June the FAA has “given airlines until July of this year to retrofit. Now upon July 1, if they haven’t retrofitted, they will not be able to take advantage of lower visibility approaches that may result in a divert.” If airlines have not retrofitted by next year, “they will not be able to operate” in U.S. airspace, Nolen said.

The proposed directives impact 4,800 U.S. registered airplanes and 14,600 worldwide. They require revising aircraft flight manuals by June 30 to prohibit some landings and include specific operating procedures for calculating landing distances and certain approaches when in the presence of 5G C-band interference.

At first, the FAA defined a rectangular airspace area around runways to protect aircraft from 5G interference as they landed. The rectangular area was later reshaped as a trapezoidal area, which “allowed for geographically expanded 5G C-Band transmissions that would not affect radio altimeter functions within the area,” the FAA said.

“The FAA is now able to assess the 5G C-Band transmissions’ impact to aviation operations in a specific area, taking into account the particularities of the signal and the airport environment,” the administration said in a statement.

While the concern over 5G interference with flight systems is focused on the U.S., the technology is already widely deployed in other countries, like France and Japan. But U.S. airspace is the most complex in the world and deployment of 5G elsewhere is done at lower power levels. The telecom antennas in France are also specifically adjusted to reduce potential interference with avionics systems and are generally placed farther from airfields.

Despite the focus on mitigating interference with commercial airliners and business jets, which fly in affected airspace at lower altitudes only at the beginning and end of flights, helicopters are particularly vulnerable to 5G interference.

The FAA allows air ambulance operators to use night vision goggles in areas where the aircraft’s radio altimeter could be unreliable due to 5G C-band interference as identified by NOTAMs. Operators must comply with specific conditions and limitations. Similar to commercial aircraft, helicopters can perform day and night operations that do not require the use of a radio altimeter.

Most effects of potential 5G interference are felt in the cockpit. The good news is, the technology will enhance the passenger experience by allowing faster, more seamless streaming of data to the cabin, Haak said.

“Owners and operators are spending a lot of money to upgrade to 5G connectivity in the back of their aircraft to help the principals or to help the owners on their missions,” he said. “There is really a non-conflict here. They use a different bandwidth of signal than ground-based telecoms. So this actually is not an issue when we’re talking about in-flight connectivity for 5G. Even though it’s the same band, meaning high-speed internet service, it’s really not the same thing and application from a technical perspective. So that is the good news. If you spend or your operator has spent a lot of money on the cabin side, this doesn’t cause a problem for your avionics.”

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In the era of advanced air mobility, local airports can change how the public travels and usher in Aviation Net Zero 2050. This article was contributed by KinectAir CEO Jonathan Evans. (Photo provided by KinectAir)

Over 5,000 public-use airports, heliports, and seaplane bases dot the U.S. landscape. Nearly 3,300 of those are part of the national airport system and eligible for Federal funding, and almost that many have general aviation facilities. This ubiquity, according to McKinsey, means “90 percent of the population lives within a 30-minute drive of a regional airport”—even shorter to any public-use airport. NASA adds that only 30 airports out of those 5,000 serve over 70% of all travelers. Smaller, local airports are a wildly underutilized, but already-scaled, infrastructure in place, ready to be optimized. 

Optimization is increasingly likely as the components of the advanced air mobility (AAM) ecosystem come together. This includes viable electric and hybrid conventional take-off and landing (eCTOL) aircraft that will be able to use these fabled local airfields, eSTOLs that can extend a travel network to community sports fields or barges in a metro bay, and even eVTOLs eventually arriving to let us hop between urban rooftops. Add to that the promising and certifiable paths to new powerplants in hydrogen-based fuel cells, aviation-grade hybrid and electric motors, dramatic turbogenerator improvements, and increasingly SAF-powered fleets for today’s aircraft, and you have a portfolio of emerging aviation technologies combining to form the art of the possible in AAM this decade. 

But perhaps the greatest technological innovation providing the Information Age scaffold to this blossoming ecosystem is software. 

By simply employing the state-of-the-art mobile, cloud, and emerging AI capabilities available to connect the humans and machines that embody an aviation system, there is an order of magnitude of optimization and efficiency to achieve in the Part-135, propeller-driven aircraft charter market today.  These are the machines, like the Pilatus PC-12, that can land and take off in much shorter distances than even small private jets, unlocking the full potential of these local airfields in “our backyards.” 

Filling in the massive spaces of geography and time—left in between what’s provided for in the increasingly saturated and centralized hub-and-spoke airline system—will be a decentralized and accessible point-to-point mesh network of air travel. Right-sized, efficient aircraft flying to precise demand at a regional scale between smaller, hyper-local airports will fill that mesh. And soon, the electrification, digitization, and automation ushered in with AAM will make on-demand, private, clean, frictionless, and direct air travel available to the masses.  

The legacy hub-and-spoke system will not disappear, of course, but its massive inefficiencies will be mitigated by the point-to-point mesh network becoming more available and convenient. There’s an analogy here with how Airbnb and others offer a digitally-driven mesh network and marketplace for accommodations, enabled by a mobile platform and by existing physical homes everywhere, while large hotel chains still have a commercially viable place in the market. In a similar manner, a network of regionally localized and owned, professionally operated, smaller-format propeller-driven aircraft may become the proverbial ‘largest airline in the world.’ That will happen because of our ubiquitous, distributed airport infrastructure, the fragmented market of small Part 135 operators ready to serve such a networked marketplace, and the digital empowerment in the mobile supercomputers we all hold in our hands—allowing us to summon these aircraft to and from our own personal geography.

There’s plenty of hope and skepticism around how all of this will unfold. The complexity of aviation’s interconnected systems feeds a complicated narrative, and there are truly no single-source answers. But the FAA itself is moving forward with concrete steps, such as funding smaller airports like Bend and Medford in Oregon to upgrade their control towers and other infrastructure, with an eye toward increasing regional activity. And some 6,700 AAM aircraft with $45 billion in sales value have been ordered or optioned in less than two years.

Profound complexity and tech debt

The problems with hub-and-spoke passenger air travel today are largely a result of the profound complexity inherent in many critical and interwoven aviation systems. Some the public sees, but most is hidden in operational layers. Consider the vast array of systems: FAA airspace; air traffic control and pilot certification systems; multiple communications, beacon, and satellite systems; aircraft avionics, navigation, and instrumentation systems aligned with many networks; weather and flight service stations; airport and runway infrastructure; TSA security systems; passenger needs in the air and on the ground; and, notoriously, airline scheduling systems for passengers, crew, ground personnel, aircraft, routes, and certified maintenance. This is not an exhaustive list.

What’s more, many of these systems must interface with each other and manage interoperability between legacy hardware and software, and newer technologies. The sheer number of vendors involved is overwhelming, as are the possible points of failure. Vulnerabilities become both buried and magnified. In recent years, TSA systems disruptions have caused widespread boarding pass issues, weather systems outages meant pilots couldn’t retrieve vital data, airline weight and balance systems crashing caused nationwide delays, database file corruption in the NOTAM system shut everything down in January, and repeated ticketing and scheduling issues—including Southwest’s now infamous software and network problems—stranded thousands during the busiest travel holiday of the year.

From an analog to a digital level of service

The rise of a point-to-point air travel ecosystem is part of a larger innovation movement toward a sustainable and fully digital level of service that puts interoperability, ease, and affordability first—while increasing safety and reducing points of failure. 

But today’s terrain is uneven ground, where antiquated systems, like the one issuing NOTAMs and METARS in cryptic reams, exist alongside the elegant and robust precision of GPS and Cat III “auto landing” ILS. Likewise, almost everywhere in the world, pilots still carry a piece of plastic to prove licensure, although Europe has reintroduced work to create a digital pilot license system interconnected to key data, and Australia has recently made it a reality. Indeed in the U.S., passengers may be flying with digital IDs before pilots do. The leap to digitization is happening with electronic flight bags (EFBs) and logbooks, thanks to excellent mobile tools like ForeFlight and others. But only now, in an effort to increase aircraft availability and lower maintenance costs, is the U.S. military engaged in a proof-of-concept for analytics-driven aircraft maintenance. And only now is a Swedish university working on AI-driven air traffic control assistance that can calculate delays, predict disruptions, and dramatically increase efficiency. 

As in an industry like banking, the digitization goal in aviation is interoperable systems management—where automation and intelligence will guarantee full trust that secure transactions are taking place with speed and clarity. Unsurprisingly, the FAA rightly considers cybersecurity essential as commercial and business aviation integrate next-gen wireless communications.   

What’s really happening here is that—amid a behemoth legacy ecosystem until recently unchanged in a profound way since the advent of the Jet Age—a modern, connected, and higher-fidelity ecosystem is emerging. And it’s doing so through the complexity, positioned to thrive on the legacy scaffold. 

AAM aircraft, flying as fortified and dynamic IoT devices on a massive point-to-point, software-defined mesh network, is the birth of digitally-native aviation. The orders-of-magnitude of efficiency available to such a system will make it as affordable and accessible as the airlines are today, with an arc ever-evolving towards a truly more sustainable, resilient, and democratized aviation system for all of us.

Can point-to-point support a sustainable future?

When the makers of digitally-native aviation describe the point-to-point model leveraging thousands of in-place airports to optimize on-demand travel for the general public, skeptics and big airline supporters inevitably go for the environmental jugular. 

The NYT cited an advocacy group based in Brussels, noting that “private jets are 5 to 14 times more polluting than commercial planes and 50 times more polluting than trains.” But none of the fuel consumption equation stories out there offer full studies that take all relevant variables into account. They do not account for the far more efficient propeller-driven fleets that we are optimizing for today and the eCTOLs arriving to the network soon. Nor do they consider fleet optimization with software and demand-gen to reduce the inefficiency of empty legs in charters. 

The point-to-point model is already making extraordinary strides to a green future and to Aviation Net Zero 2050 when you look closely at key variables: the capability of hybrid and fully electric models coming out of Electra.aero and BETA flying into local airfields and being charged at renewables-based charging stations; the current efficiencies of Pilatus on sustainable aviation fuel (SAF); the proximity and streamlined nature of local public-use airports; and the software-defined, demand-driven ops that will radically optimize all levels of purchasing, ticketing, scheduling, ops data visibility, and actionability. 

Moreover, the false comparisons between big airlines and smaller craft completely ignore energy consumption and pollution driven by every aspect of hub airport operation itself. The reduction in the airport commute alone would be a significant reduction in environmental footprint. Full context is key to knowing the truth. The move from the carbon-spewing present to an emission-reduced future in aviation will come from point-to-point, every bit as much, if not more, as from the enormous transformation the airline-based hub-and-spoke system will need.

CBS, citing Hopper, recently noted that “more than 75% of flyers are worried about their flights being disrupted by delays or cancellations” this summer. And a nationwide survey from KinectAir just found that almost two-thirds of Americans would consider flying out of a local airfield if it is closer than their nearest large commercial airport. The companies working toward AAM on all fronts and unlocking the value of local airports will ensure we won’t need to worry in the summers ahead.

The post OPINION: Optimizing Local Airports for Advanced Air Mobility appeared first on Avionics International.

Reliable Robotics and NASA conducted a series of flight tests to validate the use of existing primary surveillance radar (PSR) data from the FAA for detect-and-avoid capabilities. (Photos: Reliable Robotics)

Last month, Reliable Robotics and NASA announced that they had completed a series of flight tests to validate the use of existing primary surveillance radar (PSR) data from the FAA for improving safety in the airspace.

This past week, Reliable Robotics provided a demonstration of its remotely operated aircraft system during the Golden Phoenix readiness exercise at Travis Air Force Base (AFB). The aircraft conducted a mission that was automated, from auto-taxi and auto-takeoff to climbout and auto-landing, with an onboard test pilot.

Last August, Reliable Robotics received acceptance from the FAA for the certification basis associated with its autonomous aircraft navigation system. The FAA accepted the company’s G-1 issue paper for the autonomous platform that has already been demonstrated on the Cessna 208 Caravan.

Reliable Robotics develops innovative systems to enable remotely piloted aircraft. The team is doing this under an FAA certification program for a Supplemental Type Certificate (STC). The initial target platform for this innovation is the Cessna Caravan, although the technology should be adaptable for other aircraft in the future, said Robert Rose, co-founder and CEO of Reliable Robotics, in an interview with Avionics International. 

Robert W. Rose, CEO and co-founder

The key objective of conducting these recent flight tests with NASA was to demonstrate a high-precision, high-integrity navigation system that enables automatic landing and take-off in addition to auto taxiing. While the first certification phase includes a pilot onboard, they are not required to interact physically with the controls. Instead, Reliable Robotics’ advanced system takes over the entire pre-flight process. The pilot’s role is primarily focused on monitoring the primary display system, without the need to manipulate the flight controls.

This technology brings us closer to a future where aircraft can operate entirely without pilot interaction, even during emergencies. Once this level of automation is achieved, discussions can be initiated on the possibility of relocating pilots to control centers on the ground. However, two critical factors need to be addressed to enable such a transition. Firstly, solving the communication challenge between the remote pilot and the aircraft is essential. This includes ensuring reliable interaction for situational awareness and providing the ability to issue instructions to the aircraft, especially when encountering unexpected conditions. For instance, the remote pilot may need to redirect the aircraft to avoid adverse weather conditions or alter the landing location in emergency scenarios.

Rose shed light on another crucial aspect of advancing aviation technology: detect-and-avoid (DAA) capabilities. Ensuring safe distances between aircraft to minimize the risk of mid-air collisions is of paramount importance. Reliable Robotics and NASA embarked on a collaborative test to address this challenge. “We’ve got folks that have been deeply engaged with RTCA Special Committee 228 for almost a decade now, and a great deal of experience in how this problem is very likely to be solved,” he remarked.

A key element in the equation is airspace surveillance. Reliable Robotics envisions a comprehensive solution that combines various components and sensor modalities, both onboard and off the aircraft. Leveraging existing surveillance radar systems maintained by the FAA and the Department of Defense, which air traffic controllers currently rely on for maintaining separation, has been a focal point of their efforts.

The test conducted with NASA involved feeding live radar data into a NASA facility and subjecting two aircraft to multiple encounter scenarios. These scenarios simulated approaching each other from different angles and speeds, simulating unintended near misses. Throughout the test, data from the FAA and DoD surveillance radar system was collected, alongside high-precision position information gathered onboard the aircraft. This data was subsequently cross-compared to evaluate the effectiveness of radar systems in ensuring separation.

This particular test served as an initial step in a lengthy process, with additional research and analysis still required. Reliable Robotics has invested significant effort in simulation and has been working on this challenge for several years. Their collaboration with MIT Lincoln Laboratory, which also focuses on detect-and-avoid, has provided valuable insights that have been incorporated into their work.

Assuming successful outcomes, the end goal is to publish a formal paper that establishes the suitability of ground surveillance radar equipment as a vital component in solving the detect-and-avoid problem. This research holds promise for further enhancing aviation safety and paving the way for more advanced automation in the skies.

Although some challenges arose during the flight tests, Rose commented that they met all of their objectives. “Everything went the way that we expected,” he said. “There’s still a lot more work that needs to be done, but we were excited to kick this work off.”

Looking ahead, the CEO of Reliable Robotics provided insights into the company’s strategic priorities for the coming years. He emphasized a two-phase approach to address the challenges at hand. While solving the detect-and-avoid and communication problems remains important, their primary focus lies in the first phase—developing an aircraft capable of autonomous flight. Rose stressed the significance of building a robust automated aircraft since it forms the foundation for subsequent advancements in airspace integration. While they are excited about ongoing work in DAA and communication domains, the majority of the organization’s efforts are currently concentrated on obtaining certification from the FAA. “The super focused area for the vast majority of our organization right now is getting this first step of certification through with the FAA,” he said.

This certification process involves detailed systems engineering, rigorous safety analysis, and comprehensive mapping of component failures. The team is dedicated to ensuring that the aircraft can effectively handle all potential failure scenarios. Extensive software development and the integration of additional hardware, including actuators, flight computers, and navigation sensors, are essential components of this process. Meeting FAA standards requires thorough qualification processes for each hardware component.

The journey ahead is substantial and will span several years, according to Rose. The primary objective for Reliable Robotics is to establish a reliable and robust platform through meticulous engineering and adherence to strict safety standards. This platform will serve as a strong foundation for subsequent advancements. Once the certified platform is achieved, the focus can shift to integrating communication systems and enhancing detect-and-avoid capabilities. 

Rose highlighted additional benefits and safety improvements that can be realized through the integration of sophisticated automation into aircraft cockpits. He emphasized the importance of prioritizing safety enhancements in existing aircraft before transitioning to remote piloting capabilities. “I see this as a giant step forward for aviation, especially smaller aircraft and general aviation class aircraft like the Cessna Caravan, because many of these vehicles today are already operated [with a] single pilot and in more adverse weather conditions,” he explained. The introduction of highly sophisticated automation systems can play a vital role in mitigating risks and preventing accidents for aircraft that operate in conditions like night instrument meteorological conditions (IMC).

“Reliable Robotics is currently working with the Air Force under a Phase III Small Business Innovative Research contract to demonstrate flight performance and safety of remotely piloted aircraft in dynamic operating environments.”

The Reliable Robotics CEO pointed out that accidents in recent years involving the Cessna Caravan could have been averted with the assistance of automation. Implementing advanced technology in the cockpit can significantly enhance safety, saving lives in the process. The ultimate goal is to improve industry-wide safety standards by focusing on safety-enhancing technologies and leveraging the opportunities presented by automation.

An accident from last year was cited as an example, where a lack of precision in the approach contributed to a tragic outcome. Reliable Robotics’ system offers higher precision approaches than those commonly available at many airports today. By employing a navigation system with increased integrity and precision, pilots can safely conduct approaches all the way down to the ground, even in stressful and constantly evolving situations. This would greatly benefit pilots, especially in smaller general aviation planes, providing higher levels of assurance and reducing risks.

Rose shared personal experiences that underscored the need for such advanced automation systems. As a low-time pilot, he expressed concerns about inadvertently encountering IMC conditions and the limited options available to address such situations. He envisioned a system that could provide immediate assistance, allowing pilots to rely on the technology in critical moments. The Reliable Robotics system aims to prevent controlled flight into terrain (CFIT) and loss of aircraft control (LOC), which are two of the leading causes of fatal accidents in small aircraft.

Reliable Robotics has made significant progress in its certification program with the Federal Aviation Administration (FAA) for its advanced automation systems. Rose highlighted the importance of establishing the certification basis for their groundbreaking technology, which was previously non-existent. Over the past four years, Reliable Robotics has worked closely with the FAA to define the means of compliance for their system.

The company’s CEO expressed optimism about the impending formal acceptance of their means of compliance by the FAA, which will be a major achievement. In addition to its current system, Reliable Robotics is also focused on future systems such as communications and detect-and-avoid capabilities. Extensive collaboration with the FAA has taken place over the years to develop standards, certification basis, and means of compliance for these systems.

Human factors play a significant role in the certification program, and Reliable Robotics has actively engaged with the FAA to address any concerns in this area. The ongoing interactions with the FAA regarding human factors have been fruitful, further strengthening the certification process, Rose said.

One aspect that distinguishes Reliable Robotics from others in the field is its strong adherence to existing regulations, FAA policies, and standards. They aim to minimize disruption and turbulence by working within the established framework. This strategy has proven successful in their collaboration with the FAA since it allows for a more manageable and cooperative certification process. Rather than seeking to create new policies or regulations, Reliable Robotics seeks to understand the FAA’s perspective and align its efforts accordingly.

An example of their collaborative approach is the development of auto-landing capabilities for small aircraft. While no precedent existed for Part 23 small aircraft, Reliable Robotics explored the auto-landing standards established for larger Part 25 multi-engine jets. They tailored these standards to suit the Part 23 category. “The FAA seems to be very appreciative of the fact that we’re trying to work within the system,” Rose said.

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Echodyne is the newest member of the OneSky Future of Flight Program. (Photo: OneSky/Echodyne)

OneSky recently announced Echodyne as a new member of the OneSky Future of Flight Program. This is a coalition of stakeholders in the advanced air mobility (AAM) industry working towards scalable AAM operations.

Echodyne’s MESA radar technology plays a crucial role in providing high-precision airspace data for the AAM industry, addressing the challenge of format and affordability. By miniaturizing large defense radar performance into a compact, commercially-priced format, Echodyne offers exceptional situational awareness to manufacturers and operators of small uncrewed vehicles as well as to UTM providers and ground stations. 

The partnership aims to enhance operational safety and enable beyond visual line of sight (BVLOS) operations by integrating Echodyne’s radar data with OneSky’s UTM platform. The Future of Flight Program, with Echodyne as a key partner, envisions a collaborative effort to deliver total situational awareness for UAS operators and further advancements in airspace deconfliction.

In an interview with Avionics International, Michael Tornetta from OneSky and Leo McCloskey from Echodyne shed light on the collaboration and on their respective platforms. Check out our Q&A with Tornetta, Head of Sales and Strategic Growth at OneSky, and McCloskey, VP of Marketing at Echodyne, below:
Avionics: How does Echodyne’s MESA radar technology contribute to high-precision airspace data for the AAM industry?
Leo McCloskey, Echodyne: Airspace safety centers on situational awareness built upon data fidelity. Radar is the essential data foundation. No other sensor deconflicts both cooperative and noncooperative airspace traffic. The challenge is not the advanced air mobility (AAM) industry’s desire for high-performance radar, but rather format and affordability. 

The primary hurdle for extending radar beyond traditional defense and national security applications has been largely fitness for market: AAM requires tracking hundreds of small objects at relatively close range, whereas traditional radar focuses on jets, missiles, and ships at great distance. 

Echodyne’s innovative metamaterials electronic scanning array (MESA) technology is the first to miniaturize large defense radar performance into a compact, solid-state, commercially-priced format, delivering exceptional airspace situational awareness performance for unmanned aerial vehicle (UAV) manufacturers, ground stations, UAS traffic management (UTM) providers, and unmanned aircraft system (UAS) mission operators. Echodyne’s MESA technology delivers national security radar performance at commercial prices. 
What led Echodyne to join the OneSky Future of Flight Program?
McCloskey: The Future of Flight program represents the cooperative energy required to solve the highly complex challenge of ensuring safety when dozens, hundreds, even thousands of other novel aircraft operate in dense airspace over population. For this to be possible, a huge amount of data will need to be consumed by operators and autopilots. 

UAS traffic management (UTM) as a concept is pivotal to airspace safety, with data fidelity creating ever safer and more numerous AAM operations. OneSky’s UTM platform is built on extraordinary data fidelity of operational areas, with the level of accuracy required to detail high performance radar data. We’re excited to contribute to OneSky’s Future of Flight vision.

EchoFlight radars on AATI (American Aerospace Technology Inc.) aircraft (Photo: Echodyne)
Could you discuss the specific benefits that Echodyne’s ground-based and airborne radar solutions bring to aircraft operators in terms of deconfliction capabilities?
McCloskey: Airspace safety is all about data fidelity. A “something is over that way” level of accuracy is grossly insufficient to the mission requirement of detecting, classifying, and tracking dozens and hundreds of small and large aircraft moving about in congested airspace. Echodyne radar brings defense- and national security-level accuracy to commercial markets in commercial formats for the first time. 

The regulations that will outline performance requirements for industry remain uncertain and perhaps not as close as industry might like. Still, a few things are becoming clear: 

It’s unlikely that small drones (<55 pounds) will have the payload or power capability for even the smallest radars, leading many to conclude the answer is a data utility that integrates sensors into UTM solutions for single screen flight management. 
Larger aircraft for flying people and goods are highly likely to require much more sophisticated sensors on the aircraft, with operational safety also benefiting from ground sensors and UTM solutions. 
Lifecycle management and maintenance of this infrastructure will be important, with clear benefits for solid-state radar like Echodyne’s. 

In what ways does the integration of Echodyne’s radar data into the OneSky system enhance operational safety and enable beyond visual line of sight (BVLOS) operations?
McCloskey: Single pane of glass flight management is important for minimizing operator distraction. UTM represents the higher-level collection of all available data, from filed flight plans to data from lower-level components such as Remote ID, Automatic Dependent Surveillance-Broadcast (ADS-B), and radar. OneSky’s UTM precision aligns well with Echodyne’s data accuracy to provide operators with the data fidelity that ensures AAM mission safety and success. 

“We seek out the key industry players that we feel provide the biggest value to these stakeholders.” (Photo: OneSky)
How does the Future of Flight program benefit from partnerships with innovative companies like Echodyne?
Michael Tornetta, OneSky: As the industry, regulatory environment, and our customers evolve, it will be imperative that our technology works “out of the box” with all the systems that will be part of the AAM/UAM (urban air mobility) ecosystem. Obviously, we can’t cover everything all at once, so we seek out the key industry players that we feel provide the biggest value to these stakeholders, and we start collaboration exercises as early as possible.

The rapport we build with our partners then extends to more collaborative business development, and as partners, we build on our combined success. This brings tremendous value to the end customers because now they have essentially two trusted advisors who double as their technology providers/vendors, and they can bonus off our combined experience and industry knowledge.
Can you explain how the combined systems of OneSky and Echodyne provide total situational awareness for UAS operators and enable more advanced airspace deconfliction?
Tornetta: One of the functions of the OneSky UAS Traffic Management (UTM) platform and OneSky Operations Center is to provide airspace visualization. The total air picture needs relevant GIS data, aeronautical information, weather data, etc. The next layer is to capture, display, and record what’s actually moving in the airspace. We can do this by pulling in data feeds from the drone’s ground control system (GCS) so we know where “you” are, but we need other data feeds to determine the heading and location of other aircraft.

Automatic Dependent Surveillance-Broadcast (ADS-B) feeds from available sources, and surveillance tracks from systems like Echodyne’s help complete this air picture. The OneSky systems then provide alerts, warnings, and other capabilities to inform the flight authorization process.
Looking ahead, what are the future plans or developments that OneSky envisions through the Future of Flight Program, particularly in collaboration with Echodyne?
Tornetta: OneSky and Echodyne are just getting started. We have at least one customer in common right now and are teaming up on a handful of others for later this year.

I envision that we will continue to integrate more of the Echodyne portfolio of detect and avoid (DAA) products, as well as improve upon the existing integrations.

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Nokia just announced a contract with Citymesh—a Belgian telecom operator—to supply the Nokia Drone Networks platform with 70 Drone-in-a-Box (DiaB) units. (Photos: Nokia)

Nokia just announced a contract with Citymesh, a telecom operator based in Belgium, to supply the Nokia Drone Networks platform with 70 Drone-in-a-Box (DiaB) units. These DiaB units will be deployed across Belgium at docking stations in 35 different emergency zones, covering the country with a 5G automated drone grid to accelerate mobilization of resources 24/7. 

Immediately following a call to emergency services, a drone will be dispatched to gather information on the situation. The DiaBs can capture aerial footage and transfer it to control centers. Collecting information in the first 15 minutes after a call is critical; this ensures that first responders are better prepared to respond to an emergency.
In late 2020, Nokia—alongside Honeywell International as consortium lead—was selected as part of Project FACT (Future All Aviation CNS Technology), a research and development program initiated under the SESAR 2020 program, managed by the Single European Sky ATM Research (SESAR) Joint Undertaking. The SESAR Joint Undertaking’s Project FACT featured the deployment of Nokia’s 4G and 5G wireless network infrastructure at an airport in Istanbul. Both low- and high-altitude air traffic data communications were tested using modified airliner and drone avionics.
Thomas Eder, Head of Embedded Wireless Solutions for Nokia, shared in an interview with Avionics, “Nokia and Citymesh maintain a longstanding partnership in Private Wireless with a proven track record.”

He added that the mission of Citymesh, which is supported by the Belgian government, “is to first revolutionize the public safety sector and later other industries with this nationwide network of drones. [It] is a great example of how strong partnerships can scale in commercial and operational success. The contractual framework between Nokia and Citymesh contains everything that is required to deploy and maintain a nationwide network of Drones in a Box: hardware, software, subscription, training, maintenance, service, and more.” 

Nokia can leverage know-how in nationwide networks from deployment of DiaB units. Because of this, the company is well prepared to serve as a strong technology and service partner in projects like the nationwide drone network in Belgium.

In discussing what he sees as the key factors leading to Citymesh’s selection of Nokia’s Drone Networks platform, Eder explained that “Nokia’s approach to delivering a turnkey solution with all hardware and software components, including edge-cloud and network equipment, is an outstanding selling proposition.”

He commented that the Nokia Drone Networks platform has always been designed for remote operations. This makes it ideal for the use case that Citymesh had in mind. Another factor is that the hardware is made in Nokia’s own factory in Finland. “It could be important for the public safety sector, which may have geographic requirements for the origins of these devices,” he said.

Eder then remarked on the Nokia Drone Networks platform’s contributions towards enhancing emergency response capabilities. “Our Nokia Drone Networks platform leverages drone technology, 4G and 5G connectivity, and secure data analytics to enhance emergency response capabilities,” he noted. “By providing real-time situational awareness, remote monitoring, and efficient communication, it supports emergency responders in making informed decisions, improving response times, and ultimately saving lives.”

“If we look at today’s drone operations in emergency response operations, centralized remote operations are the ‘new kid on the block,’ but very much needed by first responders.”

“We’ve been impressed with Nokia as our partner for reliable wireless connectivity and an outstanding turnkey Drone-in-a-Box solution that we can customize to our specific needs.” – Hans Similon, General Manager, Citymesh Safety Drone

The open API framework of the Nokia Drone Networks platform, which allows for the integration of third-party applications, can expand the platform’s capabilities and enable a wider range of use cases beyond emergency response. Eder shared an example of this: “Picture the scenario where fire departments aim to utilize drones for rapid situational assessment during firefighting operations. By integrating their own incident management system with the Nokia Drone Networks platform through the open API framework, they can streamline their response efforts.”

“Through this integrated application, the fire department can swiftly deploy drones to collect real-time video feeds, thermal imaging, and other crucial data, which can be directly transmitted to the incident management system,” he explained. “This enables incident commanders to make informed decisions and allocate resources effectively. The open API framework empowers the fire department to seamlessly integrate their own incident management system with the Nokia Drone Networks platform, thereby enhancing their first response capabilities.” 

“By leveraging third-party applications, they can harness the platform’s real-time data collection and analysis capabilities, significantly improving situational awareness and facilitating effective decision-making in critical firefighting operations,” Eder added, explaining, “This example can be replicated in a similar way for our customers in the agriculture, energy, construction, and utilities verticals.”

The drones that will be deployed in Belgium are equipped with video and thermal cameras to conduct real-time aerial data collection. Eder commented that they will be remotely managed from five centralized operations centers and will be available to be deployed around the clock. 

“With emergency services receiving over two million calls annually, this capability greatly enhances their ability to make informed decisions and optimize their response to emergencies,” he said. “This means faster decisions based on real-time data with less personnel onsite.”

Nokia’s other collaborations include efforts with Yellowscan and Rohde & Schwarz. Establishing a strong ecosystem and creating partnerships are important factors for achieving success, Eder remarked. “I am confident that our data collection platform capabilities will be further enhanced through partnerships in the application ecosystem,” he said.

Implementation of the 70 DiaB units will start this summer, according to Eder. “Based on the planning phase and previous projects, it has become evident that strong project management, intelligent geographical deployment decisions, training and the right partners are crucial,” he commented. “There is a notable parallel between Nokia’s network deployment business and the deployment of Drones in a Box with our Edge Cloud platform [Nokia MX Industrial Edge].”

He explained how the team is working to ensure scalability and reliability of the system in order to meet the demands of a nationwide deployment. “Redundant and distributed components within the software architecture will be deployed to enhance reliability, network connectivity, and operational readiness,” he said. 

“Thorough testing under various scenarios and load conditions is conducted to identify and address any potential bottlenecks or performance issues; this is part of our standard operating procedures at Nokia. Proactive monitoring and maintenance are important to continuously monitor the system’s performance, detect anomalies, and promptly address any issues that may arise. Regular updates, patches, and security measures are key to ensure the system integrity and protection against vulnerabilities.”

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Astra Spacecraft Engines baselined on Apex Satellite Buses. (Photo: Astra)

Astra Space will supply engines for spacecraft to startup spacecraft manufacturer Apex, the company announced Thursday. Astra has a deal to provide five spacecraft propulsion kits for Apex’s satellite platform, and expects to begin deliveries this year.

Apex recently came out of stealth mode with $7.5 million in funding. The company’s CTO is Max Benassi, who previously scaled aerospace manufacturing at SpaceX and was previously the director of engineering at Astra.

The engines will support Apex’s electric propulsion package for its 100 kg bus model, Aries.

“The Astra Spacecraft Engine has the flight heritage and the performance we need to deliver our satellite platforms to customers on schedule,” Benassi commented. “As Apex scales production, we look forward to continuing to work with suppliers like Astra who can meet our production ramp rates.”

The Astra Spacecraft Propulsion Kit disaggregates the four subsystems of Astra’s engine module—the thruster, power processing unit, feed system, tank. This lets satellite builders use components of the system to customize for their own missions, the company said.

Astra has had a string of announcements lately, after suspending launches last year to move to the next version of its launch system. The company faces the possibility of being delisted from Nasdaq over its share price, but recently received an extension to regain compliance.

Astra recently announced a deal to use the vacuum variant of Ursa Major’s Hadley combustion engine fueled by liquid kerosene for the upper stage of its upcoming Rocket 4. The company also recently received a launch task order for Rocket 4 from the U.S. Space Force’s Orbital Services Program (OSP)-4 contract.

This article was originally published by Via Satellite, a sister publication to Avionics International. Click here to read the original version >>

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FDH Aero, a California-based company that provides supply chain solutions for aerospace and defense, has had success in recent years despite the tumultuous climate. (Photo: FDH)

An aerospace company needs a supply chain, and the right strategy is crucial. An efficient and reliable supply chain helps companies to achieve their strategic and business goals.

The supply chain for an aerospace company involves a complex ecosystem of OEMs, suppliers, providers of maintenance services, and customers. The pandemic and the Russian invasion of Ukraine have contributed to supply chain challenges and disruptions.

“Russia’s war on Ukraine has caused industrial leaders to think about whether the aerospace sector is too dependent on specific regions or countries,” according to Patrick Gagné, Director of Operations at Global Partner Solutions. “Likewise, industrial leaders have analyzed the situation and considered diversification to reduce dependency on Russia’s resources.”

Gagné noted that aerospace companies can adopt digital technologies—such as advanced enterprise resource planning systems, artificial intelligence, predictive models, and data security—to move past disruptions. “​​These systems automate internal processes, streamline workflows, allow for better supply chain management, and let you leverage the power of data analytics to better position your company for dealing with uncertain situations,” he explained.

FDH Aero, a California-based company that provides supply chain solutions for aerospace and defense, has had success in recent years despite the tumultuous climate. Last year, FDH entered into a multi-year direct line feed agreement with FACC, an Austrian aerospace company. “We have made significant investments into our team in Europe, taking on well-respected industry experts in our new facilities in Germany and Italy,” commented Fred Short of FDH. 

This week, the company announced that it has acquired BJG Electronics Group. BJG, headquartered in New York, offers interconnect and electromechanical products for a variety of markets.

Once the acquisition is complete, FDH will establish the FDH Aero Electronic Products Group division. Mitch Enright, who previously led another of FDH’s acquisitions, will be named president of the new division.

“The acquisition of BJG Electronics and establishment of our new FDH Aero Electronic Products Group comes at a time when raw material shortages and supply-chain constraints further emphasize the necessity for our customers to have a dependable and trusted supply-chain solutions provider for all of their electronic product needs,” Enright said in a written statement to Avionics International.

FDH delivers both OEM and aftermarket hardware solutions, including bearings, hinges, panel fasteners, seals, fittings, and clamps. The company also delivers c-class electrical components as well as high-performance connectors for the commercial and defense industries.

FDH Aero distributes chemicals and related products for the commercial and defense aftermarket industries, like adhesives, sealants, composites, and paints. Additionally, the company offers parts support, component repair management, inventory management, and licensing/authorizations. Its suppliers include Safran, 3M, PPG, Glenair, and TE Connectivity, among others.

Some of FDH’s customers include Lufthansa, Northrop Grumman, Ryanair, Sikorsky, Southwest, Turkish Airlines, UPS, Airbus, Boeing, Bombardier, Delta, Embraer, FedEx, Finnair, Gulfstream, L3Harris, LATAM, Leonardo, and Lockheed Martin.

FDH Aero acquired Calco Industries in January 2022, marking its 11th acquisition. Calco is a supply chain partner to OEMs in the military and commercial aerospace sectors. FDH hoped to grow its position in the military rotorcraft supply chain with this acquisition.

The company also acquired Electro Enterprises in July 2022, which was led by Mitch Enright. Electro is a distributor of electrical and electronic components for aerospace and defense.

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