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Aviation Connectors

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www.avionicstoday.com February 2011 Avionics Magazine 3

The editors welcome articles, engineering and technical reports, new product information, and other industry news. All editorial inquiries should be directed to Avionics Magazine, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850–4024; 301-354-1820; fax: 301-340-8741. email: [email protected]. Avionics Magazine (ISSN-1085-9284) is published monthly by Access Intelligence, LLC, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850. Periodicals Postage Paid at Rockville, MD, and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the avionics industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $208. Foreign: one year $149; two years $278. POSTMASTER: Send address changes to Avionics Magazine, P.O. Box 3092, Northbrook, IL 60065-3092. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Avionics Magazine, Customer services, P.O. Box 3092, Northbrook, IL 60065-3092, or call 847-559-7314. Email: [email protected]. Canada Post PM40063731. Return Undeliverable Canadian Addresses to: Station A, PO Box 54, Windsor, ON N9A 6J5 ©2011 by Access Intelligence, LLC Contents may not be reproduced in any form without written permission.

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Cover: Electronic Warfare Self Protection System of Boeing’s Wedgetail AEW&C aircraft inte-grates chaff, flare dispensers with Directed Infrared Countermeasures. Photo courtesy Boeing

Editor’s NoteTracking TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

DepartmentsScan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8People . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14New Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31Ad Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Eagle’s Eye ...................................................16Named after Australia’s Wedgetail Eagle, the RAAF’s airborne early warning

and control aircraft will provide leading-edge surveillance capabilities

by Frank Colucci

Connectors .................................................. 24Aerospace connector manufacturers are developing the next generation

of airframe-qualified, small, high-density connectors

by Ed McKenna

Preparing For PBN ......................................20Qualifying an airline fleet for Performance-Based Navigation operations is a

‘three-legged stool’ involving new equipment, procedures and pilot training

by Frances Fiorino

20

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• SmartDisplay™ EFB, configured as Class 2 or 3 platform

• Seamless wireless network and software compatibility

• Upgradable for future technologies, such as the FAA’s NextGen air transportation system, including ADS-B

Contact us at [email protected] for more information.

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GE Aviation’s ‘True Course’ Flight Management System, above, enables RNP approaches. Southwest Airlines, which uses the FMS on its fleet of 737s, said Jan. 11 it is now using RNP procedures at 11 U.S. airports.

4 Avionics Magazine February 2011 www.avionicstoday.com

editor’s noteb y B i l l C a r e y

Tracking TCAS

The holiday season tends to be a quiet one at the office, straining the skills of the constant newsgatherer. But over the transom this time came

a significant piece of news regarding the venerable Traffic Alert Collision Avoidance System (TCAS), first reported online by The Wall Street Journal based on its tracking of the Federal Register, and soon thereafter by this publication.

In a notice of proposed rulemaking pub-lished Dec. 27 in the aforementioned register, FAA proposes an airworthiness directive (AD) requiring software upgrades to TCAS units manufactured by Aviation Communica-tion & Surveillance Systems (ACSS), the joint venture of L-3 Communications and Thales based in Phoenix. The agency cites “reports of anomalies with TCAS units during a flight test over a high-density airport. The TCAS units dropped several reduced surveil-lance aircraft tracks because of interference limiting. When the TCAS unit interrogated aircraft in a high-density airport area, some of the targets disappeared from the cockpit display or were not recognized. … This con-dition, if not corrected, could lead to possible loss of separation of air traffic and possible mid-air collision.”

FAA estimates the proposed AD would affect 9,000 aircraft, costing operators $27 million or up to $3,040 per product. The per-unit cost and estimated two work hours involved in making the fix may not be pro-hibitive. But the potential of doubt spreading over the dependability of TCAS in the main-stream press or elsewhere is of some concern. As the industry well knows, TCAS has served as the standard for air-to-air surveillance for two decades, and represents the pilot’s last line of defense against midair collisions. The proven system must suffice until ADS-B In traffic displays either enhance or replace it, and that is still very much a work in progress.

ACSS, an industry leader in developing ADS-B In applications, was reserved in its public response to the proposed AD (see page 8). Spokesman Steve Henden said ACSS informed FAA of the system anomaly in June 2009 based on its own flight-testing, and has been working with the agency on this issue since then. The company’s TCAS customers were informed of the software fix more than six months ago, and service bulletins issued.

A detailed explanation of the situation, and the “extreme conditions” that would be necessary for a TCAS unit to drop Mode S-equipped aircraft tracking, is provided in an ACSS Technical Newsletter posted on the federal regulations.gov website. According to this document, FAA’s concern is with ACSS TCAS systems introduced in the late 1990s to comply with Technical Standard Order C119b, which incorporated revised “Change 7” minimum operational performance stan-dards (MOPS) with changes to the system’s Interference Limiting (IL) function.

The IL function was changed to reduce the rate and power of TCAS interrogations in areas of high-density traffic, preventing saturation of radio frequency bands associ-ated with the system. Power limits serve to reduce the TCAS transponder’s surveillance volume in high-traffic areas by decreasing the sensitivity of the receiver and reducing inter-rogation power.

The IL function will begin to reduce the surveillance volume, ACSS says, when the number of TCAS-equipped aircraft reaches 25 or 30. And “reaching the power limit is not uncommon in high-density areas” such as the Chicago O’Hare, Atlanta, New York and Los Angeles airports, where there can be 70 to 100 TCAS aircraft during peak traffic times. When the power budget limit is reached, “any (aircraft) track that is ignored for track update and acquisition purposes during a surveillance update interval will coast until the next one-second interval,” according to the company.

“In the design that ACSS implemented for Change 7, the power limit is truly the maximum amount of power that the TCAS is allowed to transmit,” the company states in the Technical Newsletter. “The ACSS TCAS does adjust the receiver sensitivity and inter-rogation power according to MOPS require-ments to reduce the surveillance volume, but once the power limit is exceeded the TCAS will not perform additional interrogations for the remainder of that one-second surveillance update interval. The FAA believes that the TCAS system should ignore the power limit and continue interrogations.”

The proven

system must

suffice until

ADS-B In traffic

displays either

enhance or

replace it, and

that is still very

much a work in

progress.

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industry scan


COMMERCIAL

Sky InteriorContinental Airlines in late December took delivery of a 737-800 fitted with Boeing’s new Sky Interior, becoming the first North American carrier to receive the improved cabin.

Boeing said the Dec. 29 flight com-pleted 13 deliveries of the new 737 interior to the first five launch customers. The first delivery in October was made to low-fare carrier flydubai. Other launch customers are Malaysia Airlines, Jetairfly and Nor-wegian Air Shuttle.

The Sky Interior is a more open cabin with sculpted sidewalls, larger overhead stowage bins and B/E Aerospace LED cabin interior lighting system. Other features are improved ventilation and noise reduction, new touch-screen flight attendant panels and controls, “intuitive placement of switches and call buttons” and improved sound quality from new speakers in each passenger row.

The LED cabin lighting system reduc-es overall aircraft weight and power con-sumption and features adjustable lighting with full spectrum color capability.

Before entering scheduled service, the Continental aircraft, painted in the livery of United Airlines, will be flown to Con-tinental’s maintenance facility in Orlando and fitted with winglets for improved fuel efficiency.

As part of its strategy to continuously improve the 737, Boeing said another United Airlines 737-800 in mid-November began certification of aerodynamic and engine modifications that will result in a 2 percent improvement in fuel efficiency. One percent of the savings will come from reducing air-flow resistance. The aircraft’s upper and lower anti-collision lights are being changed from round to teardrop shape, and wheel-well fairings are being re-contoured to smooth air flow near the main landing gear, among other changes.

Engine manufacturer CFM is intro-ducing the CFM56-7BE engine enhance-ment program to coincide with the air-frame changes. Low- and high-pressure turbine modifications will result in a 1 percent reduction in fuel consumption. In addition, Boeing is optimizing the engine’s primary nozzle and plug.

The performance improvement pack-age will be phased into production in mid-2011 through early 2012.

TCAS Software FixCiting reports of aircraft tracking “anomalies,” FAA has proposed an air-worthiness directive (AD) that would require software upgrades of TCAS units manufactured by Aviation Communica-tion & Surveillance Systems (ACSS) and installed on an estimated 9,000 U.S.-registered aircraft. According to a notice of proposed rulemaking (NPRM) published Dec. 27 in the Federal Register, the proposed AD “results from reports of anomalies with TCAS units during a flight test over a high-density airport. The TCAS units dropped several reduced surveillance aircraft tracks because of interference limiting.”

The agency further explained, “When the TCAS unit interrogated aircraft in a high-density airport area, some of the tar-gets disappeared from the cockpit display or were not recognized. One occurrence of dropped tracks occurred for 30 to 40 sec-onds of a 90-minute flight segment. This condition, if not corrected, could lead to possible loss of separation of air traffic and possible mid-air collision.”

FAA estimates the proposed AD would affect 9,000 aircraft, costing opera-tors $27 million or up to $3,040 per air-craft. FAA is accepting comments on the NPRM until Feb. 11.

ACSS spokesman Steve Henden said customers were informed of the TCAS issue more than six months ago, and ser-vice bulletins are in place. It is expected the FAA will allow 48 months for compli-ance. An alternate means of compliance,

Henden said, would be to upgrade to Change 7.1 software, which remedies the anomaly and meets European Aviation Safety Agency (EASA) Notice of Pro-posed Amendment 2010-03 for the intro-duction of Change 7.1 software.

“We have been working with FAA since we informed them of an anomaly that occurred during a specific ACSS flight test scenario in the summer of 2009,” Henden told Avionics.

“ACSS is committed to aviation safety, and we will continue to support FAA on this matter. The performance and integrity of our products is of the utmost importance.”

EASA CertificationRow 44 Inc., Westlake Village, Calif., received European Aviation Safety Agency (EASA) certification to equip European-based aircraft with its broad-band connectivity platform.

The EASA supplemental type certifi-cate covers Boeing 737-700, 800 and 900 series airframes.

“EASA approval marks another major milestone for Row 44, clearing the final hurdle for us to offer our in-flight broad-band connectivity platform on another continent,” said Howard Lefkowitz, Row 44 chief commercial officer.

“Planes equipped with (the system) will soon be flying all across Europe with a full menu of in-flight broadband services — Internet, video, e-commerce, games and more. We will be pioneering a whole new flying experience for passengers through-out Europe.”

Continental Airlines in December took delivery of a 737-800 fitted with Boeing Sky Interior, which features LEDs, larger stowage bins and noise reduction.

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BUSINESS/GA

EVS ApprovalsMax-Viz, Inc., of Portland and One Sky Aviation, based in Anchorage, Alaska, in December announced FAA supplemental type certifications (STC) enabling installa-tion of the Max-Viz EVS-1500 enhanced vision system (EVS) on the Eurocopter EC-135 and Agusta A-109 helicopters.

Announced Dec. 15 was the All Models List (AML) addition of the EC-135 to STC SR02362AK. The STC supports installation of the dual optical zoom infrared EVS system on legacy and aftermarket helicopters. The EVS-1500 already is available on the EC-135 through the Eurocopter Deutschland factory in Donauworth, Germany.

The companies Dec. 3 announced the award of STC SR02377AK for installa-tion of the EVS-1500 on Agusta A-109 series helicopters.

“We have received more requests for the A-109 series helicopter for EVS than just about any other grouping of aircraft combined,” said Bob Yerex, Max-Viz vice president of sales.

“We are already available as a TC (type certificate) directly through the factory on both the A-109 and AW-139, but the requests for our EVS-1500 sensor on the legacy and aftermarket platforms have led us to the development of this new STC with One Sky Aviation.”

ATM

Airbus ProSkyAirbus on Jan. 4 christened a new subsid-iary, Airbus ProSky, intended to develop and support air traffic management (ATM) systems in Europe, the United States and “further afield.”

The unveiling of the subsidiary fol-lowed a Dec. 15 announcement by Airbus that it had signed a memorandum of understanding (MoU) with ATM authori-ties in China to cooperate on the introduc-tion of ATM technologies and best prac-tices in that country.

Airbus ProSky is described as a “chan-nel” through which Airbus will interact with ATM initiatives of the Single Europe-an Sky ATM Research (SESAR) program in Europe and NextGen effort in the U.S. “The new company will help accelerate and support the process of their imple-

mentation, and link them together by capi-talizing on the technological, operational and commercial synergies,” Airbus stated.

The subsidiary is led by Eric Stefanel-lo, Airbus senior vice president of ATM and president of Airbus ProSky, and Marc Hamy, vice president of SESAR and NextGen Deployment. Hamy for-merly was chief of staff to French Trans-

port Minister Dominique Bussereau and before that, CEO of DSNA, the French Air Navigation Services provider, from December 2005.

“With Airbus ProSky we are harness-ing the competencies both within Airbus and also from the wider EADS group, to help transform ATM services across the European Union, the U.S. and other

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industry scan


countries globally,” Stefanello said. “We are complementing the existing skills and business of ATM manufacturers and ANSPs by partnering with key industry players to deliver a global ATM approach, and bring operational, commercial and environmental benefits to the airline industry.”

According to the MoU signed by Airbus and the Air Traffic Management Bureau (ATMB) of China’s Civil Aviation Administration, Airbus will assist ATMB with implementation of ATM technolo-gies and best practices. Specifically, it will support ATMB in 16 potential areas of cooperation, including R&D, concept and technology validation, support to deploy-ment, airspace design and training. As the first step, five projects will be implemented for the 2010-2012 period.

Airbus also will act as a coordinator of extended expertise from companies includ-ing Quovadis, an Airbus subsidiary; Cas-sidian, an EADS company; and German ANSP Deutsche Flugsicherung.

China ATMIndra, of Spain, will implement air traf-fic management systems at the Xian and Chengdu control centers in China, which coordinate the upper airspace of eight Chinese provinces for the Air Traffic Management Bureau of the Civil Avia-tion Administration of China (CAAC).

Two contracts totaling €19 million ($24.5 million) were awarded through international tender, with comple-tion scheduled in 2012, Indra said. The Madrid-based company described the cen-ter start-ups as one of the largest air-traffic control projects in the Asia-Pacific region.

The system installed at the Chengdu facility will manage the upper airspace of the country’s Southwest, which includes Yunnan, Tibet, Chongqing and Guizhou, in addition to the Sichuan province with Chengdu as its capital. Indra will equip the center with its automation air traffic management system with more than 80 controller working positions, including a simulator for training.

In Xian, Indra will implement its automation system with 70 controller working positions for the control of upper airspace and control tower. It also will be equipped with a simulation system and verification and testing system. The systems will support air traffic manage-ment in the Shaanxi region, where Xian is located, and neighboring provinces.

The two contracts were awarded fol-lowing the announcement in 2010 of the implementation of radar surveillance systems in different locations of China. Indra said its systems will cover 60 percent of the country’s airspace, 50 main airports and 80 percent of aircraft movements.

Boeing, IBM ResearchBoeing and IBM in December said they completed a pilot research project designed to show how aviation authori-ties from multiple organizations can have more timely, consistent and complete information to resolve fast-changing or unpredictable events. The project demon-strated advances in software can acceler-ate and orchestrate the flow of informa-tion from sensors and networks on a nationwide scale, the companies said.

The Boeing-IBM team applied “Responsive, Reliable and Real-Time” (R3) Messaging, which can help ensure that complex data gathered from distrib-uted sensors — located on aircraft, radar and other ground locations — arrives at a specific time and in a sequence. Addition-al software can then correlate and analyze the information efficiently.

“R3 Messaging exploits novel tech-niques to discover routing paths and schedule message deliveries with remark-able dependability,” said IBM researcher Hui Lei, who managed the project team. “It is quite useful for moving critical and time-sensitive information between the physical and digital worlds. By integrat-ing those two spheres, it makes it easier to make better and smarter decisions.”

The project was part of IBM Research’s First-of-a-Kind Program, which leveraged internal research and development performed by Boeing Research & Technology’s Advanced Air Traffic Management group. The IBM program pairs researchers with clients to explore how emerging technologies can solve real-world business problems.

“R3 messaging is directly applicable to the work we do in aviation information management,” said Paul Comitz, Boeing Advanced ATM chief architect, System-Wide Information Management. “It pro-vides capabilities that we need.”

North Sea WAMSensis Corp. in mid-December said its Wide Area Multilateration (WAM) deployment in the North Sea off the coast of Scotland is certified for air traffic con-

trol by the U.K. Civil Aviation Authority.The Sensis multilateration system uses

multiple low-maintenance, non-rotating sensors to triangulate aircraft location based on transponder signals, providing air traffic controllers with precise aircraft position and identification information, regardless of weather conditions.

Controllers for air navigation services provider NATS are using WAM surveil-lance to enhance the safety of air-traffic operations within the North Sea oil patch by employing the same standards and procedures as a traditional radar system. Each year, more than 25,000 heli-copter flights carry passengers between Aberdeen Airport and oil and gas opera-tions using airspace that is inaccessible to shore-based radars.

NATS Services selected Sensis WAM to cover 25,000 square miles of the North Sea, using multilateration sensors placed on 16 oil platforms. The system is capable of tracking flights using Mode S, Mode A/C or ADS-B. The surveillance appli-cation is the first fully certified WAM system to provide ATC services for flights in an off-shore oil platform environment, Sensis said.

MILITARY

JAGM DemonstrationLockheed Martin said Jan. 3 it had com-pleted a series of tests to demonstrate flight characteristics of the U.S. Navy’s F/A-18E/F Super Hornet while carrying the Joint Air-to-Ground Missile (JAGM).

The flying qualities test series con-sisted of six flights from Patuxent River Naval Air Station, Md., between Oct. 5 and Nov. 2, 2010 with a total flying time of 11.2 hours. The aircraft flew at alti-tudes ranging from 5,000 feet to 35,000 feet and at speeds approaching Mach 1.0. During the test flights, crews collected vibration, acoustic and shock data in these environments with no anomalies or problems, Lockheed Martin said.

The JAGM test articles were six instru-mented measurement vehicles (IMV) equivalent in weight, size and dimension to tactical JAGM rounds and outfitted with resistive temperature devices, acous-tic sensors and accelerometers to measure flight environments experienced by the launchers and the missiles. Three IMVs were loaded on each of two Navy fixed-wing triple-rail launchers designed and manufactured by Lockheed Martin and


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Marvin Engineering, of Inglewood, Calif., to carry JAGM on the F/A-18E/F.

Initial operational capability of JAGM (Avionics, November 2009, Page 22) on the AH-64D, AH-1Z and F/A-18E/F plat-forms is scheduled for 2016. IOC for the MH-60R helicopter and Extended Range Multi Purpose UAS is 2017.

Esterline AcquisitionEsterline Corp., Bellevue, Wash., on Jan. 3 announced the $120 million acquisi-tion of Eclipse Electronic Systems, of Richardson, Texas, a supplier of signals intelligence (SIGINT) and communica-tions intelligence receiver hardware to the airborne intelligence, surveillance and reconnaissance (ISR) market.

Eclipse’s products incorporate open-architecture software/firmware configurable designs, and are deployed on a range of U.S. and foreign military manned aircraft. Eclipse products also are deployed on unmanned platforms, including the Global Hawk and General Atomics Reaper and Predator.

Brad Lawrence, Esterline CEO, said Eclipse is a “true technology leader with a significant presence on the majority of airborne SIGINT platforms.”

“Eclipse aligns well with our other communications businesses in secure on-board communications,” Lawrence said, adding a combination of continued organic growth and further potential acquisitions “will enable Esterline to

develop a broader position in this impor-tant and growing market.”

Elbit AcquisitionsIsrael’s Elbit Systems Ltd., announced Dec. 31 it had acquired the Brazilian com-panies, Ares Aeroespecial e Defesa S.A. and Periscopio Equipamentos Optronicos S.A. The acquisition involved “a series of transactions totaling tens of millions Bra-zilian Reals,” Elbit said.

Ares and Periscopio supply defense electronics to the Brazilian military and other customers in South America. The two companies, located in the vicinity of Rio de Janeiro, have about 70 employees.

According to its website, Ares was founded in 2003 by the merger of Perisco-pio and Eletro Mecanica Atlantide. The company “has recently developed for the Air Force a new rocket similar to the Mk 66 (2.75-inch rocket motor) called the EMA 66 BD Br and is in the final stage of development of three high-technology projects for the Brazilian Navy.”

Periscopio was founded in 1975, and has developed a military and civil product line for precision approach path indicators to airports and heliports.

Longbow MilestoneLongbow LLC, the joint venture of Lock-heed Martin and Northrop Grumman, marked the delivery of the 400th Apache Longbow Fire Control Radar (FCR) at a ceremony Dec. 16 in Orlando, Fla.

The millimeter-wave radar, contained in a doughnut-shaped radome, is fielded on U.S. Army AH-64D Apache helicop-ters and with eight international custom-ers. It provides target detection, location, classification and prioritization. Integrated with the AGM-114L Longbow Hellfire missile, it enables automatic, multi-target engagement in all weather conditions and through battlefield obscurants.

The U.S. Army Aviation and Missile Command awarded the first Longbow FCR production contract in 1995. The radar has been in full-rate production since 1996, with the first unit equipped in 1998.

Work is performed at Lockheed Martin facilities in Orlando and Ocala, Fla., and at Northrop Grumman facilities in Balti-more. Delivery of an additional 25 systems under contract will be completed in 2012.

UNMANNED SYSTEMS

Raven OrderAeroVironment, based in Monrovia, Calif., received a $46 million order under an existing contract with the U.S. Army for 123 new RQ-11B Raven unmanned aircraft systems (UAS) and digital retrofit kits for the Army and Marine Corps.

The Raven system and retrofit order represents the remainder of $121 million in funds appropriated for RQ-11B Raven system procurement in the 2010 Defense Appropriations Act, which was signed into law in December 2009.


peopleGulfstream AppointmentsGulfstream Aerospace, of Savannah, Ga., promoted L.D. Buerger to director, G650 Initial Phase Operations. In this role, Buerger is accountable for initial phase manufacturing, manufacturing engineering and planning, industrial engineering and tool design for the G650, which is scheduled to enter ser-vice in 2012. Most recently, Buerger was senior manager of G650 production operations. From 2007 to 2008, Buerger was Final Phase team manager at the Savannah Completion Center.

Before joining Gulfstream, Buerger was officer-in-charge in the 46th Aircraft Maintenance Squadron, 46th Test Wing, at Eglin Air Force Base in Florida.

The company also promoted Chris-tine Manka Williams to senior opera-tions manager, Refurbishment. Williams will oversee the work performed in the trim, wood, finish and paint shops at the Gulfstream Savannah Service Center.

Williams is a 14-year Gulfstream employee. Most recently, she was assistant program manager for Gulfstream’s Military and Special Missions unit, where she led a team that designed and outfitted the interior of a Gulfstream G550 that serves as an atmospheric research aircraft.

Jeffrey O’HaraTel-Instrument Electronics, based in Carlstadt, N.J., named Jeffrey C. O’Hara CEO and president. O’Hara joined the com-pany in 2005 as vice president of Operations and was promoted to president and chief operating officer in 2007.

Tel-Instrument manufactures avionics test and measurement systems for the global commercial air transport, general avia-tion and government/military aerospace and defense markets.

Bruce CadyL-3 Avionics Systems, of Grand Rapids, Mich., appointed Bruce A. Cady senior aftermarket sales representative. Cady will be responsible for aftermarket sales in the western regions of the United States and Canada, as well as dealer partnerships and business development.

Prior to L-3, Cady was the director of sales operations for Piper Aircraft. He also held a business development position with weather data provider WSI.

Eric HendersonFlight Display Systems, based in Alpharetta, Ga., named Eric Henderson mechanical engineer. He is responsible for the design and development of new products for the aviation market, and he will support the company’s existing products through technology advancements and product improvements.

Prior to joining Flight Display Systems, Henderson was a project manager and superintendent on several high-profile Atlanta construction projects.

L.D. Buerger

Christine Williams

Upcoming Avionics Magazine Webinars

UAS Civil Airspace Integration: Progress and Challenges Noon to 1 p.m. EST

Hear from the following speakers:

February 23

Bill Carey

Editor in Chief, Avionics Magazine

John S. Walker

President, JS Walker Group Aviation Solutions and Co-chairman RTCA SC-203, Unmanned Aircraft Systems

For information, visit www.aviationtoday.com/webinars/2011-0223.html

Andy Lacher

UAS Integration Lead and Research Strategist, MITRE Center for Advanced Aviation System Development

Emily Feliz

Managing Editor, Avionics Magazine

Rose Karolenko Mooney

Director of Engineering, AAI Corp.


Ron SoretKing Aerospace Commercial Corp., named Ron Soret presi-dent. He is responsible for King’s large aircraft completions and modifications, and its overall MRO and depot facilities and pro-grams. Soret most recently was chief operating officer for Gore Design Completions in San Antonio. Previously, he served as vice president of operations for Associated Air Center. He has also held positions with The Dee Howard Company.

Greenwich MRO TeamGreenwich AeroGroup, of Wichita, Kan., has formed a MRO Product Management team. Mark Fischer is director of MRO Avionics Products. He has more than 25 years of avionics experience with companies including Gulfstream, Westar and Rockwell Collins. Carl Lukas is director of MRO Interior & Completion Products. Previously, he had worked for Challenger Aviation Service, Bombardier Aerospace and Midcoast Aviation Savannah. Brian Rehberg is director of MRO Airframe Products. He most recently was vice president of aircraft service at Western Aircraft.

Werner LieberherrB/E Aerospace, Wellington, Fla., promoted Werner Lieberherr, currently senior vice president and general manager of the Com-mercial Aircraft Segment, to president and chief operating offi-cer. He replaces Michael B. Baughan, who resigned.

Lieberherr joined the company in 2006. Prior to joining B/E Aerospace, he spent 15 years with ABB and Alstom Power.

RAA BoardThe Regional Airline Association elected a new board for 2011. Jim Rankin, who is with Air Wisconsin, was elected chairman; Dan Garton, of American Eagle, is vice chairman; Keith Houk, of PSA Airlines, was elected treasurer; and Dan Wolf, of Cape Air, is secretary.

Nextant AppointmentsNextant Aerospace, of Cleveland, appointed Jay Heublein vice president of sales and marketing. Heublein leads the national sales force and also is responsible for executing the company’s marketing strategies. Most recently, he was vice president of sales and marketing for Flight Options, LLC.

The company also named Kevin Dillon vice president of operations at its Birmingham, Ala., facility. He is responsible for all operations, including maintenance, avionics, customer ser-vice and sales support. He most recently was managing director at Avantair. Before that, Dillon was the sales and acquisitions maintenance manager at Flight Options.

Jim McKennaThe Helicopter Association International (HAI) named Jim McKenna director of communications.

McKenna joins HAI from Mercury Nimbus, his communica-tions consulting practice in Alexandria, Va. He previously held a variety of senior communications positions at Bell Helicopter in Fort Worth, Texas. Prior to joining Bell in 2008, he was editor-in-chief of Rotor & Wing Magazine.


March

5-8 Heli-Expo 2011, Orange County Convention Center, Orlando, Fla. Contact

the Helicopter Association International (HAI), phone 703-683-4646 or visit

www.heliexpo.com.

8-10 ATC Global 2011, Amsterdam RAI Center, Amsterdam, the Nether-

lands. Visit www.atcevents.com.

14-17 Satellite 2011, Walter E. Washington Convention Center, Washington,

D.C. Visit www.satellite2011.com.

22-25 Aircraft Electronics Association (AEA) International Convention

and Trade Show, Grand Sierra Resort and Casino, Reno, Nev. Contact AEA,

phone 816-347-8400 or visit www.aea.net.

April

5-7 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany. For infor-

mation, phone +44 (0)208 271 2174 or visit www.aircraftinteriorsexpo.com.

11-14 Navy League Sea-Air-Space Exposition, Gaylord National Resort &

Convention Center, National Harbor, Md. Visit www.seaairspace.org.

17-20 Quad A Annual Convention, Gaylord Opryland Hotel and Convention

Center, Nashville, Tenn. Visit www.quad-a.org.

18-21 AMC/AEEC Joint Meetings, Marriott Downtown, Memphis, Tenn.

Contact ARINC Industry Activities, phone 410-266-2008 or visit

www.aviation-ia.com/amc.

May

2-5 16th Annual International Symposium on Aviation Psychology, Wright

State University and Wright Patterson Air Force Base, Dayton, Ohio. Visit

www.wright.edu/isap.

10-12 Integrated Communications Navigation and Surveillance (ICNS)

Conference, Westin Washington Dulles Airport, Dulles, Va. Visit http://i-cns.org.

17-19 European Business Aviation Convention and Exhibition (EBACE),

Geneva PALEXPO and Geneva International Airport, Geneva, Switzerland.

Visit www.ebace.aero.

June

15-16 RTCA 2011 Annual Symposium: Accelerating NextGen Through

Public-Private Partnership, Walter E. Washington Convention Center, Wash-

ington, D.C. Visit www.aviationtoday.com/rtca.

20-26 Paris Air Show, Le Bourget, Paris. Visit www.paris-air-show.com.

July

20-23 Airborne Law Enforcement Association (ALEA) Annual Conference

and Exhibition, Ernest N. Morial Convention Center, New Orleans. Contact

ALEA, phone 301- 631-2406 or visit www.alea.org.

August

16-19 Association for Unmanned Vehicle Systems International (AUVSI)

Unmanned Systems North America, Walter E. Washington Convention Cen-

ter, Washington, D.C. Visit www.auvsi.org.

16-21 MAKS 2011 International Aviation & Space Salon, Zhukovsky, Mos-

cow Region, Russia. Visit www.aviasalon.com.

September

11-15 Airline Passenger Experience Association (APEX) Conference & Exhi-

bition, Washington State Convention Center, Seattle. Visit http://apex.aero.

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The Royal Australian Air Force graduated its first mission crew for the Wedgetail airborne early warning and control (AEW&C) aircraft last November and

should achieve Initial Operating Capabil-ity with the long-endurance, multi-sensor platform by the end of 2011.

The heavily modified Boeing 737-700 airframe with its radar “top hat” and nose-to-tail antennas is a key component in Australian plans for network centric warfare. The Airborne Mission System collects, fuses and traffics data for surveil-lance, air defense, maritime support, force coordination and civil support missions.

Boeing Integrated Defense Systems in Kent, Wash., integrated the Wedgetail sensors, workstations, data links and mis-sion computers in a client-server archi-tecture. “This design is more like a large business network than the traditional mission computing architecture employed by legacy surveillance aircraft,” noted Egan Greenstein, Boeing senior manager for AEW&C business development.

Wedgetail mission computing hard-ware is made up of commercial off-the-shelf (COTS) equipment ruggedized and integrated by BAE Systems in Greenlawn, N.Y. It hosts a Boeing mission system that generates a common integrated tacti-

cal picture shared by the mission crew and networked forces.

Highly automated, multi-sensor inte-gration and decision support systems combine multiple tracks for the same target to show Air Combat Officers a de-cluttered battlespace on workstation dis-plays. Ten identical workstations connect-ed on a Local Area Network enable cabin operators to share workload and can be programmed to accommodate mixed spe-cialists for specific missions. The cockpit crew, meanwhile, has a filterable, scalable tactical monitor that shows the big pic-ture and relevant threat warnings from the aircraft self-protection suite.

Eagle’s EyeNamed after Australia’s Wedgetail Eagle, the RAAF’s airborne early warning

and control aircraft will provide leading-edge surveillance capabilities

By Frank Colucci

RAAF Wedgetail operator stations provide a de-cluttered situational awareness display that is tailored to operator requirements.

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Wedgetail tactical displays will be datalinked to RAAF F/A-18F Super Hornets and other networked players to increase the agility and operating tempo of Australian and allied forces. In late 2009, a Wedgetail in initial operating configuration used Link 16 to work with Australia’s Vigilare Network Centric Command and Control System. The Airborne Mission System can also tap off-board intelligence sources. Early in 2009, a Wedgetail over Washington state controlled three ScanEagle unmanned aircraft systems using a UHF satellite link and ground relay.

Integrating Multi-role Electronically Scanned Array (MESA) radar, Identifica-tion Friend or Foe (IFF) functionality, Electronic Support Measures (ESM), Electronic Warfare Self Protection (EWSP) and Link 11 and Link 16 con-nectivity on Wedgetail posed challenges. Initial plans called for first aircraft in ser-vice by late 2006. The Australian Defense Material Organization now expects its six aircraft to be in final operating configura-tion by April 2011.

Despite the technical and contractual struggles, Wedgetail has captured orders from other countries. Turkey will com-plete three of its four Peace Eagle aircraft in-country on a schedule to be deter-mined. The Republic of Korea is due to receive its first Peace Eye aircraft in 2011 and three more in 2012. Boeing cannot discuss specific customer requirements, but the Turkish and Korean systems are nearly identical to those of the Australian Wedgetail.

Sensor Suite

Unlike the familiar E-3 Sentry and E-2 Hawkeye airborne warning and control aircraft with their rotating, mechanically scanned radars, Wedgetail introduces MESA radar from Northrop Grumman Electronic Systems in Linthicum, Md. The MESA top hat uses hundreds of small, high-power transmit/receive mod-ules in fixed arrays for all-round cover-age. The side arrays cover 130 degrees left and right; the end caps provide 50-degree fans fore and aft.

The powerful track-while-scan sensor provides beam agility previously unavail-able in airborne surveillance radars to focus energy in the areas of highest interest. While the mechanical rotodome on the Sentry generates target updates every 10 seconds, electronically scanned Wedgetail radar points coordinated beams instantly for faster, more accurate

updates. The active array also apportions energy to look farther in threat sectors than in safe sky.

Wedgetail operators can vary target update rates in different sectors or use dif-ferent pulse modes to spot-select targets in specific areas. “This kind of advanced capability is such a fundamental change that it alters the tactics, techniques and procedures that an air force uses in employing its air battle management plat-forms,” said Boeing’s Greenstein.

Unlike the lightweight X-band Multi-Function Actively Scanned (MFAS) radar planned for the U.S. Navy’s unmanned Broad Area Maritime Sur-veillance (BAMS) system, the current Wedgetail radar has no Ground Moving Target Indicator (GMTI) or Synthetic/Inverse Synthetic Aperture Radar (SAR/ISAR) modes for surface surveillance. The Wedgetail radar operates in L-band to track targets at ranges significantly greater than 200 nautical miles.

According to Paul Kalafos, vice president of surveillance systems for the Northrop Grumman ISR Systems divi-sion, “The L-band radar signal is attenu-ated less than higher frequencies such as X-band and is able to search the high volumes of space needed for wide area air and surface surveillance.” IFF functional-ity integrated into the MESA radar also provides high-quality friend-or-foe infor-mation simultaneously with radar tracks.

Northrop Grumman teamed with

Boeing in 1996 to put active electroni-cally scanned array radar on a Boeing 737 platform and launched the MESA radar development program for Australia in 2000. “The challenge with MESA was to operationalize a capability that only exist-ed in prototype form prior to the RAAF Wedgetail,” said Greenstein.

High power, in-flight radar testing began in 2005 and MESA effectiveness was verified independently in 2009 by MIT Lincoln Laboratory in Lexington, Mass. The 6,000-pound antenna on the Boeing 737-700 Increased Gross Weight airframe is about 35 feet long, 10 feet high and 5 feet wide. The radar power supply and antenna shifters are located in the base of the antenna, and the core computer and supporting electronics are contained in the Wedgetail cabin.

MESA radar functions are controlled by COTS processors programmed using COTS software standards. Mercury Computer Systems, Chelmsford, Mass., and Northrop Grumman collaborated on the MP510 processing subsystem used for the radar signal processor. Subsequent radar upgrades will leverage the software programmability to accommodate new customer requirements.

In addition to the big radar, the Wedgetail integrates the BAE Australia/ELTA Systems ALR-2001 Electronic Support Measures evolved from the ESM on Australian AP-3C maritime patrol aircraft. The subsystem detects,

The modified Boeing 737-700 Wedgetail AEW&C platform integrates the Northrop Grumman Multi-role Electronically Scanned Array “top-hat” radar with an advanced mission system to support Royal Australian Air Force net centric warfare initiatives.

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locates and identifies threat radars for surveillance, target identification and target tracking. It also feeds threat data to the Wedgetail Electronic Warfare Self Protection (EWSP) suite and flight deck tactical monitor. The EWSP suite itself integrates chaff and flare dispensers with the Northrop Grumman AN/AAQ-24(V) Nemesis Directed Infrared Countermea-sures system, including a multiband laser.

Crew workstations in the Wedgetail cabin access all the sensors and systems through COTS hardware, ruggedized for the military platform. “Over the life of the aircraft, we’ll be able to take advan-tage of this COTS basis to provide more seamless and timely technology refreshes as commercial technology evolves,” explained Greenstein.

Adaptive ArchitectureSince the Wedgetail program started, evolving COTS technology has increased mission computer RAM from 2 to 8 Gbytes. Wedgetail hard drives have grown from 146 to 300 Gbytes. The main computers themselves have evolved from a single central processor unit to dual CPUs.

The Wedgetail Mission System makes

each crew workstation a client on an aircraft network and affords access to all mission data at every station. “The sys-tem is inherently redundant because each console — a client on the network — has the same capabilities as every other con-sole,” said Greenstein.

Operators log into the system in an

assigned role such as mission commander or surveillance control officer and access data allocated to that role. Multi-sensor integration software from EADS Defense Electronics automatically fuses data from on-board and remote sources into a single track per target and identifies and classi-fies each track. Boeing decision support

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Ten workstations in the Wedgetail cabin provide operators access to radar, electronic support measures, threat warning sensors. BAE Systems supplies operator consoles.

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system software helps operators assess the threat and recommends actions based on pre-determined rules.

Each cabin console has two operator stations, each with a 21-inch flat-panel monitor and keyboard-and-mouse con-trols. The color displays are flanked by programmable function panels with 20 touchpad switches to select menu pages. Two display processor computers drive the flat-panel monitors and associated operator controls.

Two redundant Sun Microsystems Blade mission computers with Oracle Solaris-based software process and man-age the mission system. Each server is comprised of a large number of individ-ual processors with distributed processes and applications. They work with the flight deck computer to generate worksta-tion map displays. Assisted by intelligent input/output processors, the mission computers host Boeing application soft-ware and operate in tandem to share the normal processing load, or switch over automatically if one fails.

The 6.25-inch-square tactical monitor on the center pedestal of the Wedgetail flight deck is driven by the flight deck computer and has a RS-232 port for key-

stroke data and Built-In Test functions. COTS hardware and partitioned soft-

ware are meant to evolve the Wedgetail mission system in service. Additional radar and IFF modes and high-band-width communications links can be added to system menus. Boeing expects to leverage developments on all of its large ISR platforms, including the E-3 Sentry and P-8 Poseidon, to develop a common mission computing architecture.

The Wedgetail program started with two aircraft modified by Boeing Inte-grated Defense Systems in the United States. Subsequent testing and aircraft modifications were done by the Boeing Australia facility at RAAF Base William-town in New South Wales, home of No. 2 Squadron. A new facility being built at RAAF Base Tindal in the Northern ter-ritory will support a permanent AEW&C detachment.

Turkish Peace Eagle AEW&C aircraft is nearly identical to the Australian Wedgetail and South Korean Peace Eye aircraft. Turkey plans to operate four Peace Eagles.

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commercial

Airspace modernization is an enormously complex task. But aviation industry stakehold-ers are seeking safe passage through “NowGen” — the

period when performance-based naviga-tion technologies are emerging — to the reality of NextGen operations by 2025.

Performance-Based Navigation (PBN) is the umbrella term for various types of navigation procedures to be used in NextGen. PBN equipment allows an aircraft to fly precisely on a desired flight path within coverage of ground- or space-based navaids or with onboard aircraft systems, all of which leads to increased

traffic capacity as well as reduced delays, fuel bills, emissions and noise.

There are two categories of PBN pro-cedures, Area Navigation (RNAV) and Required Navigation Performance (RNP), each requiring increasing levels of naviga-tion performance. RNAV is the broadest category and requires the lowest perfor-

Preparing For PBNQualifying an airline fleet for Performance-Based Navigation operations is a

‘three-legged stool’ involving new equipment, procedures and pilot training

By Frances Fiorino

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Southwest Airlines 737 Classic instrument panel (above) undergoes RNP upgrade (below). The GE Aviation Large Area Display suite and True Course Flight Management System upgrade provide full benefit of flying the most efficient RNP operations.


mance levels. RNAV-capable aircraft fly point-to-point using ground- or space-based navaids.

US Airways Director of Technologies Ron Thomas said his airline’s initial RNP goal is to build a foundation that enables continual improvements over time.

“Like many other operators, US Air-ways says, ‘Don’t focus on NextGen yet. Give us NowGen,’” Thomas said. “Give us the Required Navigation Procedures Authorization. Give us the optimum lateral and vertical profile arrivals and departures. … Then let’s start talking about NextGen, when we are utilizing the airplane’s capabilities available today.”

Under RNP, the simplest proce-dure is RNP APCH (approach), for-merly referred to as GPS/GNSS RNAV approaches, designed for use to runways that do not have adequate ground-based navigation facilities, said Steve Fulton, chief technical officer with GE Aviation PBN Services (formerly Naverus). In 2007, ICAO passed a resolution calling for member states to deploy this proce-dure to all instrument runway ends by the end of 2016.

At the top of the RNP pyramid is RNP AR (Authorization Required), which requires the highest level of naviga-tion performance, what Airbus Technical Marketing Manager Rafael Sheffield calls “the full package.” (Until early 2011, the United States will refer to it as RNP SAAAR, Special Aircraft and Aircrew Authorization Required).

A value of “RNP 0.3” means the aircraft is capable of remaining within 0.3 nautical miles to the right or left of center line 95 percent of the time within a defined containment area; RNP 0.1 means an aircraft must remain within 0.1 nm. The RNP AR-capable aircraft must have the ability to monitor naviga-tion accuracy and alert the pilot to any deviation from required performance. This enhanced mode of PBN ensures an aircraft can fly predetermined, precise flight paths, shorter tracks, in congested airspace and in difficult terrain.

RNP AR procedures rely on a com-bination of GPS navigation and the air-craft’s flight management computer. And their defining characteristic is continuous descending turning trajectory, radius to fix (RF) turns in the final segment.

Four-dimensional trajectory based operations (4-DTBO) are at the core of NextGen and Europe’s Single European Sky ATM Research (SESAR) program, said Fulton. “Defined trajectories enable

us to predict time specified on a known path. And when we can resolve for time, we can then begin to sequence and merge traffic,” he said.

As of December, according to FAA, among air carriers approved to conduct RNP AR operations, about 1,000 aircraft had been qualified for RNP approaches, and that number was expected to grow to 2,000 by spring 2011. In addition, 238 RNP SAAAR/AR approaches were in place in the United States as well as 4,925 non-SAAR/AR RNP approaches with LNAV minima.

Regulatory ApprovalAn operator wishing to qualify its fleet and flight crews for PBN operations will find guidance in the ICAO PBN Manual, as well as FAA Advisory Circular 90-101, Approval Guidance for RNP Procedures with SAAAR (both of which are to be revised by fall 2011) and the European Aviation Safety Agency (EASA) equiva-lent, AMC 20-26.

The operator must take a “three-legged stool” approach to gain regulatory approval for PBN operations: equipping the aircraft, developing the procedures and meeting operational/training require-ments, said Mark Steinbicker, manager of FAA’s Performance Based Flight Systems Branch, Flight Standards division.

These steps must be accomplished simultaneously. “An operator cannot say, ‘I’ll certify the aircraft, then design the procedure, then go to the regulatory authority,’” Sheffield advised.

Aircraft must be equipped with appro-priate navigation equipment to handle three basic RNP AR capabilities, accord-ing to GE Aviation PBN Services:

➤ Ascertain the aircraft’s position in space through GPS and other navigation receivers, Inertial Reference System and barometric altitude sensing equipment.

➤ Create a navigation path/trajectory through space, provided by the FMS, which is capable of storing thousands of trajectories.

➤ Fly a prescribed RNP path. Equip-ment such as autopilot/auto throttle and display systems must be able to depict for the flight crew the path and the aircraft’s progression along that path, and alert the flight crew of any fault in the system.

RNP capability is basic to all new aircraft coming off the production line, according to Boeing and Airbus. Manu-facturers offer additional features and options for older aircraft, depending on an airline’s RNP requirement, said Gary Limesand, program manager for Avionics Systems, Boeing Modification Services. For example, flight control computer software updates could provide addi-tional functionality not inherent in older airplanes, such as Take Off/Go Around (TOGA) to LNAV, which allows an air-craft to remain at the required navigation mode during the go-around.

Boeing Business Development/Modi-fication Services Senior Manager Rudy Bracho said Boeing strives to make cer-tain older aircraft are able to upgrade to the capability that is delivered in produc-

The cockpit navigation display on a Boeing 787 illustrates a Required Navigation Performance (RNP) approach to Runway 34 Left at Paine Field in Everett, Wash.

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tion aircraft. “We continue to invest heav-ily in developing RNP-related solutions for out-of-production aircraft so they can operate like modern production aircraft,” Bracho said, calling this a “no-aircraft-left-behind” approach.

Down time for installation of equip-ment and software updates varies greatly depending on aircraft age and the opera-tor’s desired configuration. A software load on a Boeing 777 can be done in an overnight turn, said Limesand, but a 737 Classic that might require hardware and wiring updates would require an extended time period.

Upgrade costs also vary greatly, depending on requirements. Airbus’s Shef-field estimates upgrade costs for a 15-year-old aircraft, for example, can be “a fairly expensive exercise, perhaps as high as $1 million if the aircraft would require a multimode receiver, GPS receiver or has an older FMS1 box.” In 2009, Southwest Airlines committed to spending at least $175 million to make its 500-aircraft fleet of Boeing 737s RNP-capable.

An airline seeking to operate a spe-cific aircraft model to a specific airport would seek the design of what is called a “special” or “tailor-made” RNP AR pro-cedure from a regulatory authority. FAA designs mainly “public use” or “non-spe-cial” PBN procedures, which have lower navigation performance requirements and are intended for use by all aircraft equipped to meet those requirements.

Operators may also approach a RNP consultant firm. The latter include Airbus subsidiary Quovadis or FAA-approved RNP consultants GE PBN Services, Jeppesen and Honeywell Go Direct Services.

Another option is for an airline to design the procedures. US Airways is developing RNP procedures in-house, using TARGETS (Terminal Area Route Generation Evaluation and Traffic Simu-lation) software, the same system FAA uses to design terminal airspace proce-dures, Thomas said. The airline is expect-ing RNAV RNP AR authorization from FAA on its 15 Embraer 190s and on its 216 Airbus A310s in early 2011.

The regulating agency must carry out a flight operational safety assessment (FOSA). Here, philosophical differences between EASA and FAA emerge.

Under FAA guidelines, the aircraft is required to obtain basic equipment cer-tification and validation, Sheffield said. The operator and national authority then carry out the operational aspects accord-ing to the specifics of each approach, demonstrating the flyability of the pro-cedures, the FOSA. The pilot can be part of the equation and is then required to demonstrate the ability to fly the aircraft to a given level of performance.

According to Sheffield, EASA’s philos-ophy emphasizes the manufacturer’s role in demonstrating the aircraft’s capability to execute RNP operations. The national

aviation authority can rely on the EASA certification in performing the FOSA. The emphasis is on ensuring pilot work-load remains consistent and comfortable, enabling pilots to concentrate on monitor-ing the approach.

The EASA philosophy requires the aircraft manufacturer, in this case, Airbus, to certify aircraft for all known condi-tions. “As a result, Airbus has had to take the most stringent procedures and dem-onstrate that the aircraft is able to fly the procedure in the most constraining cases,” said Sheffield.

Aircraft manufacturers work with regulatory authorities to build training programs. Airbus offers airline instructor pilots one full day of classroom training and four hours in the simulator, which includes flying a procedure specific to the carrier.

US Airways began offering RNP AR training in March 2009 in Qualification training and in May that year in Continu-ing Qualification training. Each pilot in training is required to fly at least two RNP AR approaches with RF legs (one to a landing and one to a missed approach) as “pilot flying” and repeat same as the “pilot monitoring.”

Other aviation industry stakeholders require PBN training. FAA is developing courses and offers ongoing training to air-traffic controllers as NextGen technolo-gies roll out, said Steinbicker. With RNP, for example, controllers must learn how to

RNP AR Approach P1 at Lijiang, China, allowed Sichuan Airlines and Air China to maintain service at the airport during Instrument Landing System outage in November 2009.

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safely separate RNP traffic operating on precise trajectories from “normal” traffic flying traditional paths.

Inspectors responsible for approving FOSAs also require training. Steinbicker said FAA is working to build expertise by assigning expert staff at the regional level.

National authorities worldwide have varying levels of experience with emerging PBN operations, Sheffield said. The com-mon reaction from regulators of smaller countries who are suddenly faced with requests for RNP AR approvals, he said, is: “You want to fly down mountainous terrain in bad weather? And you want me to sign off on this?”

The time from request to final approv-al for a specific-use RNP AR approach varies greatly. Some earlier requests took more than a year. But approval of Air China’s request for an RNP AR proce-dure designed by GE PBN Services for its Airbus A330 into Lhasa, Tibet, the most challenging environment that exists, took just four months. “The airport doesn’t have ground instrumentation, the airfield elevation is 12,000 feet and the surround-ing terrain is at 18,000 feet,” said Shef-field. “Lhasa has bad weather conditions and low visibility 300 days of the year.

And when it is not raining or snowing, there’s a sandstorm.”

Most RNP AR approvals are for single-aisle aircraft, but interest in gain-ing approvals for widebodies has stepped up since the A330 went into Lhasa, Shef-field said.

Stakeholders worldwide already are reaping the benefits of PBN. Air New Zealand became the first operator to have RNP AR capability across its Airbus A320 fleet and is the first to fly an actual RNP AR 0.1 procedure at Queensland.

RNAV procedures implemented at Dallas/Fort Worth International Airport in September 2005 have allowed for an extra 10 departures an hour, reduced air delays by 5 percent and saved airlines $300 million in the last three fiscal years, mostly in fuel consumption, according to Stein-bicker. In addition, airlines performing PBN procedures at Atlanta have annually saved 700,000 gallons of fuel and reduced carbon emissions by 6,700 tons each year.

Ahead, Optimized Profile Descents (previously called continual descent approaches, or CDAs), already in use at certain airports, will become more com-monplace. In this procedure, an aircraft makes a continuous descent path with

engines near idle from the top of the descent to touch down. OPD are designed to reduce fuel consumption, emissions and noise. A FAA flight simulation model, for example, estimates an aver-age 1,000-to-3,000-pound fuel savings per flight. US Airways’ Thomas said the airline is seeing “substantial savings” from OPDs it helped develop at Las Vegas and Phoenix airports.

The challenge of OPD, Fulton said, is being able to perform descents in more complex traffic environments, such as San Francisco, Los Angeles or Miami, where operators can gain significant benefits. Boeing points out that work has just started at FAA and in Europe using RNP guidance in parallel runway operations and to abbreviate track miles into same operations.

Could airspace modernization inad-vertently create safety risks? “Certainly we could, if we are not careful with the transition,” said Fulton. “Any time there is change, we must pay close attention to the discontinuities. My biggest concern is that members of various work groups may advocate things be done quickly without fully understanding the full color and fla-vor of the change.”

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For aircraft manufacturers and operators it’s simple math: add-ing new technology, such as in-flight entertainment (IFE) systems, and subtracting weight

yields an increase in service quality and lower fuel costs. However, this simple equation complicates the task of aero-space connector manufacturers who must deliver smaller, lighter products that can still meet the growing bandwidth and speed requirements of a market that remains very much in flux.

The industry imperative is to reduce size, weight and power consumption and increase bandwidth and speed, said Earle Olson, business development manager with Tyco Electronics, of Berwyn, Pa. “This is something that must be done, and involves everything from power panels all the way to a simple disconnect on the seat leg.”

The drive for higher throughput is being fueled by IFE and connectivity systems that now deliver mobile and Wi-Fi com-munications along with on-demand video. They require “connectors with higher

frequency, higher speed rate, higher power,” said Jon Prouty, business development manager at Radiall, of Chandler, Ariz.

IFE systems, which require bulk rate date transfers, would benefit from connector and cabling designs that are optimized for 10 Gigabit Ethernet, said Larry Paterson, associate technical fellow with the Boeing Engineering, Operations & Technology unit. Paterson is a member of a number of ARINC working groups and leads its Ethernet test standardization efforts.

“Airline operators would realize a ten-fold improvement” over the existing sys-tem, which is currently limited to about 1 Gigabit per second, he said.

However, the future of such a network is unclear. “We will be ready to deliver single-channel 10 Gigabit solutions within the next year,” said Prouty. “The question is when the aircraft OEMs will be ready.”

In fact, the use of high-speed Ethernet is still quite limited today, since aircraft manufacturers can often choose between Gigabit Ethernet and fiber optics to

address their throughput needs, Prouty said. “The use of fiber means lighter weight and EMI (electromagnetic inter-ference) immunity, which is attractive when compared to an electrical gigabit link,” he said.

In the case of business aircraft, high-speed Ethernet use is mainly limited to upper end VIP-type aircraft, while “the lower end corporate jets use basic Mil-Spec connectors to save cost and make an easy termination on their end,” said Tony Forst, applications engineer with Emteq, based in New Berlin, Wis.

Aircraft manufacturers and operators have, however, bought into an extensive weight loss effort, and connector mak-ers have responded by scaling down their product offerings. “We continue to see a trend to smaller and lighter connectors and connector accessories,” said Gino Nannin-ga, vice president of sales with Positronic Industries, of Springfield, Mo. “The trick is achieving this goal while maintaining robustness and high performance of the connectors.”

product focus

By Ed McKenna

Connectors

Aerospace connector manufacturers are developing the next

generation of airframe qualified, small, high-density connectors

Tyco Electronics released an ARINC 600 receptacle connector, which the company described as the re-engineering of a classic system to meet the needs of commercial aerospace and military applications.

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Many connector companies have developed or are developing “the next generation of airframe qualified, small, high-density connectors,” said Ed Buttrey, president of Cable Technology, of Great Falls, Mont., an Emteq partner. “They are designing the line to be interchangeable with each other. Everyone wants to have multiple sources for connectors, which also drives the cost down.”

Getting smaller is not without its issues, including maintenance and repair. A fiber-optic fiber can be as small as 0.50 microns or about the size of a human hair, said Nanninga. Imagine trying to realign two pieces of fiber that have split in “what we call a butt splice, where you put the faces back together,” he said.

“As the densities get higher, you also have to make sure you’ve got tolerances (and) maintain things like DWV (Dielectric Withstanding Voltage) on the connectors” to prevent problems like flashover, said Wes Morgan, director of Americas Prod-uct Management with ITT Interconnect Solutions, Newton, Mass. “This is less of an issue for systems running data signals, where there is great opportunity to (devel-op) smaller size formats,” he said.

ITT Interconnect Solutions and other companies currently offer “nano” con-nectors with 0.025 inch pitch, or distance between contacts. “That is pretty much state-of-the-art for density,” said Morgan.

Fiber Connections

Size aside, many in the industry believe the most significant weight loss and throughput gains will come through increased use of fiber optics. “Fiber-optic cabling is much lighter than legacy copper cabling (and) you can put so much more data on fiber,” Nanninga said.

The use of fiber-optic technology is uneven, however, with some aircraft manu-facturers “still being in the initial stages, while others are much further along in the conversion process,” said Prouty. It is “a more common occurrence in new designs,” such as the Airbus A380 and Boeing 787, and some new general aviation models, said Dave Engler, Tyco Electronics director of product management.

Few deny that fiber optics will play a large role in future aircraft systems. The questions are how big a role and how soon?

At the leading edge is the Fiber-To-The-Screen audio/video on demand (AVOD) system from Lumexis, of Costa Mesa, Calif., which entered revenue service on a FlyDubai 737-800 last November. “It is all fiber and goes in the sidewall, then up the

side to the seat to the screen” and elimi-nates all the zone, sidewall disconnect and seat electronics boxes, “so it really chal-lenges the existing paradigm,” said Olson. Tyco Electronics worked with Lumexis to develop and deploy the system.

However, the fiber-to-seat installation remains controversial. “Traditionally, the passenger area has been considered a harsh environment for connectors and cabling due to exposure and potential for abuse,” said Paterson. “Time will tell if the inher-ent sensitivities that fiber brings with it, such as susceptibility to dirt and contami-nation on the fiber termini … will create undue burden over the product’s life cycle.”

More broadly, expanded use of fiber optics brings with it other issues, including additional overhead costs in the way of training, tooling and time to repair, said Paterson. Similarly, Prouty observed that it is a “significant challenge to train people with the right electrical experience to apply the best practices for fiber optic cable assembly implementation.”

Investments in training will also be key to helping the user community better understand the issues related to installation and service, said Engler.

Furthermore, “at some point, the band-width limitations of the current generation of fiber will become an obstacle, and avion-ics systems may ultimately require a jump in bandwidth to an OM3 (Optical Mul-timode 3) or beyond, grade of fiber optic cable,” said Paterson. “Unlike changing out

Emteq connector and cable assemblies for satcom, antenna and transponder systems.

Market Moves

Following are some recent developments announced by manufacturers and distribu-tors of aerospace connectors.

➤ Tyco Electronics in December announced plans to change its name to TE Connectivity Ltd., subject to shareholder approval. “We are changing the name of our company to better reflect the products and solutions that we provide to our customers,” said CEO Tom Lynch. “In a world that is increasingly connected, we engineer a full range of connectivity solutions. From electronic connectors under the hood of a car, to fiber optic cables under the sea, to high-voltage connections in energy systems, our products protect and connect the flow of data and power from origination to destination in the world’s largest industries.”

➤ Phoenix Logistics has developed a front-end field replaceable, self-locking RF Micro-wave connector, the company announced in August. The PLI connector eliminates the need for lockwire/safety wire that can lead to potential foreign object debris in an aircraft. The PLI self-locking connector maintains the required torque to ensure that the connector interface remains fully engaged throughout the operational profile that any aircraft may experience. If the connector is damaged on the aircraft, rather than replacing the entire assembly, the front end of the connector can easily be replaced in the field, Phoenix Logistics says.

➤ KAPCO, based in Brea, Calif., in July announced the acquisition of Wings Electro Sales, of Wellington, Fla., a distributor of electromechanical components and ground support expend-ables. KAPCO said the acquisition falls in line with its “strategic plan to increase our electrical product offering. In addition to the expanded list of electrical products, Wings has strong existing relationships with several of the most reputable suppliers in the industry and years of technical knowledge in connector application to help us better serve our customers.”

➤ Souriau PA&E, of Wenatchee, Wash., in May introduced an aluminum Micro-D connec-tor. The connector combines the lightweight characteristics of all-aluminum construction with high levels of hermetic performance, according to the company. This MIL-PRF-83513 compliant connector can be mounted to a lightweight aluminum electronic housing with laser welding or an O-ring seal, and it has an operating temperature range of -55°C to +125°C.

➤ Radiall, of Chandler, Ariz., in December released the NSX series Size 22 socket contact, which can help reduce the cost of ARINC 600 connectors, according to the company. The NSX Series contacts (ARINC 600 standard) are multipin rack and panel connectors used to con-nect high performance avionic equipment.

The contact combines a stamped and rolled clip inside a screw machined body. Use of stamped and rolled parts considerably reduces the manufacturing complexity and the cost of the contacts, Radiall says. The PC tail contacts are completely intermateable with existing ARINC 600 plug connectors, are compatible with existing pc board layouts, and are fully qualified under ARINC 600 specifications, according to the company.

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copper wire, any change in fiber type has a significant ripple effect in connector tech-nology, as well as impacts to maintenance tooling and training.”

Tackling these issues involves signifi-cant investments, and the question is: “Are the airlines ready for this?” asked Paterson.

“A lot of customers are very interested in fiber optics,” and Emteq is working on a fiber optic cable solution, said Kerry Stuckart, Emteq product manager.

However, the technology is not really going to take off until equipment manu-facturers start changing over the require-ments for their products.

“We foresee future systems using more and more fiber,” said Prouty. “Optical backbones will probably coexist with mul-tiple solutions (and) we need to be able to integrate any of these solutions in the most cost effective manner.”

New ProductsAddressing this unsettled situation, con-nector companies are introducing solu-tions that largely address three common themes: versatility, low weight and high throughput.

ITT Interconnect’s latest ARINC 600 connector inserts have “built-in flexibility to combine copper and fiber,” Morgan said. The inserts allow for layouts that require fewer boxes and eliminate multiple panels in the avionics rack, all of which yields weight and space savings. The con-nectors are ideal for applications including instrument landing systems, GPS landing systems, flight navigation systems, avionics common data network systems, integrated

surveillance systems and backbone Ether-net network modules, ITT said.

Positronic offers a new lightweight alu-minum hood for its D-subminiature con-nectors, and combination D-subminiature connectors that provide signal, power, coax and high voltage contacts in a single pack-age. Its Scorpion power connector “allows the user to configure the product size to the application (allowing) the size and density to be tailored to the need,” said Nanninga.

Emteq planned to release aerospace grade locking accessories for its high-definition multimedia interface (HDMI) connector, said Stuckart. The offering “has plug/receptacle interchangeability using our circuit board technology,” she said. “Termination of HDMI connectors is quite difficult, and we think this (offering) is going to make it easier for those who want to terminate product in the field.”

Tyco Electronics’ Quadrax connectors support 1-gigabit Ethernet requirements. In addition, the company has introduced an ARINC 600 connector “with a stamp and form size 22 contact to reduce weight,” said Engler.

Radiall boasts LuxCis, a high-density fiber-optic contact, which is a baseline for the ARINC 801 standard and responds to aircraft manufacturers’ needs to reduce size and weight, said Prouty. The company also has introduced an HDQX connector series for high-speed Ethernet and RF data trans-mission. Compact, rugged and lightweight, it is designed for data networks, IFE sys-tems, video control centers and naval and military vehicle communications.

As these diverse products proliferate,

there is a growing need for standards to characterize the technologies used on air-craft. The ARINC AEEC Cabin Systems Subcommittee is responding by “aggres-sively moving forward on standards defini-tion for a 4th Generation Cabin Network (4GCN) in-flight entertainment system,” said Paterson. In turn, he said, “a new 4GCN Seat Distribution Network is driv-ing development for connectors that can support either Gigabit Ethernet or fiber optic based datalinks.”

At the same time, the AEEC Ku-band technical working group is defining new equipment interface standards that support off-board Internet connectivity via satellite, Paterson said. “With the need to support several Ethernet interfaces, the Ku-band team is looking to leverage off of either existing connectors or those under devel-opment for 4GCN,” he said.

However, progress has been slow in developing an industry-wide methodol-ogy for characterizing the performance of connectors for Ethernet applications, Paterson reported. “The target for releas-ing a mature draft test standard,” he said, “is fall 2011.”

Next month: Antennas

Avionics Magazine’s Product Focus is a monthly feature that examines some of the latest trends in different market segments of the avionics industry. It does not represent a comprehensive survey of all companies and products in these markets. Avionics Product Focus Editor Ed McKenna can be contacted at [email protected].

• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines• Mr. Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines

Tom Maier, Senior Manager, Airbus, France

Chad Cundif, Vice President, Honeywell

Ken Crowhurst, Senior Vice President, NavAero, Sweden

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Companies

A.E. Petsche Co. ...................................... www.aepetsche.com

AbelConn ................................................... www.abelconn.com

Aeroflite Enterprises .......................................www.aeroflite.com

Air Electro ....................................................www.airelectro.com

Airborn, Inc. ....................................................www.airborn.com

Airtechnics ............................................... www.airtechnics.com

Ametek Aerospace ........................................ www.ametek.com

Amphenol Aerospace ............... www.amphenol-aerospace.com

Array Connector .................................www.arrayconnector.com

Astonics .......................................................www.astonics.com

BTC Electronic Components ................ www.btcelectronics.com

Cable Technology ............................................... www.cteq.com

Carlisle Interconnect Technologies ................. www.carlisleit.com

Conesys ..................................................... www.conesys.com

C&K Components ............................ www.ck-components.com

Dallas Avionics ......................................www.dallasavionics.com

Deutsch .........................................................www.deutsch.net

Electro Enterprises ..........................www.electroenterprises.com

Emteq .............................................................www.emteq.com

Endicott Interconnect Tech. .........www.endicottinterconnect.com

Excalibur Systems Inc. .................................www.mil-1553.com

HS Electronics Inc. ................................ www.hselectronics.com

Intro Corp. ...................................................www.introcorp.com

ITT Interconnect Solutions ........................... www.ittcannon.com

Kapco ......................................................http://kapcoaero.com

Molex .............................................................. www.molex.com

Omnetics Connector Corp. ......................... www.omnetics.com

PEI-Genesis .............................................www.peigenesis.com

Phoenix Logistics .....................................www.phxlogistics.com

PIC Wire & Cable ............................................www.picwire.com

Positronic Industries ....................... www.connectpositronic.com

Radiall ..............................................................www.radiall.com

Sabritec ....................................................... www.sabritec.com

Souriau ......................................................... www.souriau.com

Tri-Star Electronics International ........www.tri-starelectronics.com

Tyco Electronics ..................................www.tycoelectronics.com



SES & NEXT GEN TECHNOLOGYCHALLENGES AND SOLUTIONS

Exhibition and Conference

Date16-17 March 2011

VenueM.O.C. Event Centre

LocationMunich, Germany

Dear Colleague,

Your Invitation to the leading event for global commercial and defence avionics and defence electronics

Avionics & Defence Electronics Europe is the annual event that provides you the opportunity to update your knowledge and skills and understand the evolution in the industry, to be better prepared for the future.

One of the most innovative industries, avionics and defence electronics is always evolving, looking to stay ahead of the game. Keeping up with the changes in technologies and future industry strategies is also a challenge.

A multi-faceted event, Avionics & Defence Electronics Europe brings the industry together to discuss the important issues of the day, with dedicated conference tracks for avionics and defence electronics, plus technology workshops and masterclasses that will provide a highly important educational angle.

The Association of European Airlines will also be hosting and providing a workshop to update the industry on SESAR, with key airlines providing presentations and their perspective on developments and its future impact on the industry.

We are also delighted that the Technical University of Munich, German Society for Aeronautics and Astronautics (DGLR) and Royal Aeronautical Society (RAeS) will be hosting a lecture on the evening of Tuesday 15th March, to which delegates, visitors and exhibitors of Avionics & Defence Electronics Europe are also invited.

The accompanying exhibition will showcase leading and state-of-the-art technologies and products displayed by around 60 exhibitors from Europe and around the globe and will see leading associations and media from across the sector. A great opportunity to discover what’s new and up-and-coming in the world of avionics and defence electronics.

If you are involved in the aviation electronics and defence electronics market, you cannot a�ord to miss Avionics & Defence Electronics Europe. The event will enable you to make important connections that are key to success in the European and global commercial and defence aerospace and defence electronics industries.

We look forward to welcoming you to Munich.

John McHaleConference Director

Speaker Highlights

Opening Keynote:

• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines• Mr. Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines

Conference:

Tom Maier, Senior Manager, Airbus, FrancePeter Bartels, Manager Avionics Engineering (SPL/WM), KLM

Chad Cundif, Vice President, HoneywellJoel Otto, Senior Director, Commercial Systems Marketing, Rockwell Collins

Ken Crowhurst, Senior Vice President, NavAero, Sweden Roland Goerke, Cassidian, Germany

You can register for Avionics Europe online at www.avionics-event.com

Official Media Partners: Owned and Produced by: Premier Sponsor: Supporting Organisations:Bronze Sponsor and

Lanyard Sponsor:



• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines

• Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines

• *Brigadier General Reinhard Wolski, Director, Army Aviation and Commander, German Army Aviation

* Invited


Representatives from civil, commercial, government and military, of senior management, executives and decision makers from the following sectors:

• Airlines and Operators• End users• Airframers• Systems Integrators• Prime contractors• Mission Systems• Design & Planning• International defence agencies• Departments or Ministries of Defence• Dignitaries and Oicers from the Armed Forces

Networking LectureTuesday 15th March 2011 - 7.30pm

Technical University of Munich / Technische Universitaet

Muenchen

Together with the TUM, DGLR and RAeS, Avionics & Defence Electronics Europe registered delegates, visitors and exhibitors are invited to join this networking lecture to listen to a presentation on “Electronic Flight Bags (EFBs) in the Airline Industry” before enjoying the delightful hospitality and refreshments prepared by our hosts.For further information visit www.avionics-event.com

AEA Workshop Thursday 17th March 2011 - 10:30-12:30

SESAR – The Airlines Perspective

The Association of European Airlines will be hosting a workshop providing the latest updates and airline perspectives on SESAR, including speakers from the AEA, Lufthansa, Air France, TAP Portugal and SESAR JU.

Airline Partner ProgrammeIf you are an industry professional working for an airline or operator, then you could beneit from being part of our Airline Partner Programme, including VIP access to all areas, designed to make your attendance to Avionics & Defence Electronics Europe easy and more enjoyable.

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

WHO SHOULD ATTEND HOW TO REGISTER

ACQ INDUCOM

ADSE

AIR DATA INC.

AITECH SYSTEMS LTD

ASM*AIRCRAFT SYSTEMS & MANUFACTURING

AVIONICS INTELLIGENCE

AVIONICS MAGAZINE

BAVAIRIA

BENCHMARK ELECTRONICS B.V.

BERNER & MATTNER

BETA-AIR

CREATIVE ELECTRONIC SYSTEMS

DEUTSCHE GESELLSCHAFT FÜR LUFT- UND RAUMFAHRT �DGLR�

ELETTRONICA GMBH

ESSP SA

ESTEREL TECHNOLOGIES

ESTERLINE CMC ELECTRONICS

EUROAVIONICS

GOODRICH

HEITEC AG

HORTEC

INDUSTRY MEDIA STAND

KONTRON AG

LDRAM

MEN MIKRO ELEKTRONIK GMBH

MILITARY & AEROSPACE ELECTRONICS

NDF SPECIAL LIGHT PRODUCTS B.V.

NATIONAL AEROSPACE LABORATORY NLR

NEDAERO COMPONENTS B.V.

NETHERLANDS AEROSPACE GROUP

PARASOFT DEUTSCHLAND GMBH

PENNWELL

PRESAGIS

ROTOR & WING MAGAZINE

SEPTENTRIO SATELLITE NAVIGATION

SPECIALTY COATING SYSTEMS

TECHNICAL UNIVERSITY OF MUNICH

TECHSAT GMBH

TECHNOTRON ELEKTRONIK GMBH

TYCO ELECTRONICS UK LTD

VECTOR INFORMATIK GMBH

VEROCEL

WIND RIVER GMBH

Choose from 4 simple ways to register for Avionics & Defence Electronics Europe conference and exhibition.

• Register online at www.avionics-event.com

• Complete the registration form in this booklet and fax back to +1 918 831 9161

• Complete the registration form in this booklet and

email to [email protected]

• Complete the registration form at in this booklet

and post to: PennWell Registration (Avionics Expo),

PO Box 973059, Dallas, TX 75397-3059, USA

Early Bird Discount - Register by 16th February 2011

for Savings

Register yourself and your colleagues as conference

delegates by 16th February 2011 and beneit from the Early Bird Discount Rate.

Conference Discount for Association Members

If you are a member of one of the following associations, beneit from a 20% discount on conference delegate fees:

• bavAIRia

• Deutsche Gesellschaft für Luft- und Raumfahrt -

Lilienthal-Oberth e.V. (DGLR)

• Bundesverband der Deutschen Luft- und

Raumfahrtindustrie eV. (BDLI)

• Royal Aeronautical Society (RAeS)

• Middle East Aerospace Consortium (MEAC)

• Netherlands Aerospace Group (NAG)

• Netherlands Industrie voor Defensie en Veiligheid (NIDV)

• Knowledge Transfer Network (KTN)

• Institute of Engineering & Technology (IET)

EXHIBITOR LIST, AS AT 31 DECEMBER 2010, INCLUDES:

FOR A FULL LIST OF EXHIBITS, PRODUCTS AND SERVICES VISIT:

WWW.AVIONICS-EVENT.COM



CONFERENCE PROGRAMME AT A GLANCE

Wednesday 16 March 2011

09:00 - 10:00 Opening Keynote

10:00 - 10:30 Co�ee Break

Conference Workshops Defence Electronics Europe Masterclasses

10:30 - 12:30

Session 1

SES and Future Avionics

Systems

10:30-11:30

ARINC 661 Standard Workshop Trends In Electronic Warfare and

Signals Intelligence Technology

Developing Safety Critical

Application Using SCADE

for Deploying on a COTS

RTOS Platform11:30-12:30

Mastering Integration Complexity

12:30 - 14:00 Lunch

14:00 - 15:30

Session 2ATM Avionics Realities

14:30-15:30

Advanced System Integration

and Complexity Reduction with

Ethernet-based and Time-

Triggered Electronic Platforms

COTS Integration Challenges

IMA/ARINC 653 Software

Timing Veri�cation with

DO-178B: Function-

level, Partition-level and

System Level

15:30 - 16:00 Co�ee Break

16:00 - 17:30

Session 3

Panel Discussion- Making

the Business Case for

Integrating New Avionics

16:30-17:30

Security in Airborne Systems

Panel Discussion - Trends

in Defence Spending and

Procurement in Europe

Implementing an AFDX

End System in Complex

FPGA Logic - Objectives

and Safety Considerations

Thursday 17 March 2011

Conference Workshops Defence Electronics Europe Masterclasses

08:30-10:00

Session 4

Avionics Market and Tra�c

Forecasts

09:00-10:00

Software Test and Certi�cation:

Code Coverage Analysis based on

Source and Object Code?

Thermal and Power Management

of Military Systems

Understanding DO-178-C

Certi�cation for Avionics

Software

10:00 - 10:30 Co�ee Break

10:30-12:30

Session 5

Modernizing Helicopter

Avionics

10:30-11:30

Model-based approach for IMA

platform early validation

Managing Obsolescence in Open

Military Systems

AEA Workshop - SESAR -

The Airlines Perspective11:30-12:30

Presentation on CMC’s

development of full performance

vertical navigation in a retro�t

CMA-9000 FMS

12:30 - 14:00 Lunch

14:00 - 16:00

Session 6

EFBs and Avionics System

Certi�cation ChallengesMilitary Communications

BavAIRia Aerospace

Symposium

Opening Keynote Session - Tuesday 16th March 2011

9am – 10:30am

• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines

• Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines

• *Brigadier General Reinhard Wolski, Director, Army Aviation and Commander, German Army Aviation

* Invited

Exhibition Times

Wednesday 16th March - 10:00am – 6:00pm

Thursday 17th March - 9:30am – 4:30pm

Opening Keynote

Open and FREE of charge to all

Wednesday 16th March - 9:00am – 10:00am

Networking Reception

Wednesday 16th March - 5:30pm – 7:00pm

Exhibitor Presentations

Open and FREE of charge to all

Throughout the exhibition opening hours

For full conference programme and speakers visit www.avionics-event.com


• Airlines and Operators• End users• Airframers• Systems Integrators• Prime contractors• Mission Systems• Design & Planning• International defence agencies• Departments or Ministries of Defence• Dignitaries and Oicers from the Armed Forces

Together with the TUM, DGLR and RAeS, Avionics & Defence Electronics Europe registered delegates, visitors and exhibitors

presentation on “Electronic Flight Bags (EFBs) in the Airline Industry” before enjoying the delightful hospitality and refreshments prepared by our hosts.For further information visit www.avionics-event.com

The Association of European Airlines will be hosting a workshop providing the latest updates and airline perspectives on SESAR, including speakers from the AEA, Lufthansa, Air France, TAP Portugal and SESAR JU.

If you are an industry professional working for an airline or operator, then you could beneit from being part of our Airline Partner Programme, including VIP access to all areas, designed to make your attendance to Avionics & Defence Electronics Europe easy and more enjoyable.

For further details on the Avionics & Defence Electronics Europe conference and exhibition and to register online visit

HOW TO REGISTER

A Q INDUCOM

ADSE

AIR DATA I .

AITE SYSTEMS LTD

ASM*AIRCRAFT SYSTEMS & MANUFACTURING

AVIONICS INTELLIGENCE

AVIONICS MAGA INE

BAVAIRIA

BENCHMARK ELECTRONICS B.V.

BERNER & MATTNER

BETA AIR

REATIVE ELECTRONIC SYSTEMS

DEUTSCHE GESELLSCHAFT FLUFT UND AUMFAHRT �DGLR�

ELETTRONICA GMB

ESSP SA

ESTEREL ECHNOLOGIES

ESTERLINE CMC ELECTRONICS

EUROAVIONICS

GOODRICH

HEITEC AG

ORTEC

INDUSTRY MEDIA STAND

KONTRON AG

LDRAM

MEN MIKRO ELEKTRONIK GMB

MILITARY & AEROSPACE ELECTRONICS

NDF SPECIAL LIGHT PRODUCTS B.V.

ATIONAL AEROSPACE LABORATORY NLR

NEDAERO COMPONENTS B.V.

ETHERLANDS AEROSPACE GROUP

PARASOFT DEUTSCHLAND GMB

PENNWELL

PRESAGIS

OTOR & WING MAGA INE

SEPTENTRIO SATELLITE AVIGATION

SPECIALTY COATING SYSTEMS

ECHNICAL NIVERSITY OF MUNICH

ECHSAT GMB

TECHNOTRON ELEKTRONIK GMB

YCO ELECTRONICS UK LTD

VECTOR INFORMATIK GMB

VEROCEL

WIND IVER GMB

Choose from 4 simple ways to register for Avionics & Defence Electronics Europe conference and exhibition.

• Register online at www.avionics-event.com

• Complete the registration form in this booklet and fax back to +1 918 831 9161

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

• Complete the registration form at in this booklet and post to: PennWell Registration (Avionics Expo), PO Box 973059, Dallas, TX 75397-3059, USA

delegates by 16th February 2011 and beneit from the Early Bird Discount Rate.

If you are a member of one of the following associations, beneit from a 20% discount on conference delegate fees:

• bavAIRia

• Deutsche Gesellschaft für Luft- und Raumfahrt - Lilienthal-Oberth e.V. (DGLR)

• Bundesverband der Deutschen Luft- und Raumfahrtindustrie eV. (BDLI)

• Royal Aeronautical Society (RAeS)

• Middle East Aerospace Consortium (MEAC)

• Netherlands Aerospace Group (NAG)

• Netherlands Industrie voor Defensie en Veiligheid (NIDV)

• Knowledge Transfer Network (KTN)

• Institute of Engineering & Technology (IET)

EXHIBITOR LIST AS AT 31 DECEMBER 2010, INCLUDES



¸First Name:

Last Name:

Position:

Company:

Complete Mailing Address:

Postal code:

Telephone: (+ ) Fax: (+ )

Email:

Business/Industryq"" Commercial Operatorq"" "Business/Corporate

Operatorq"" Aircraft Manufacturerq"" Avionics Systems Integratorq"" Avionics Softwareq"" "Avionics Subsystem/

Component Mfr

q"" Airport Operationsq"" Fixed Base Operatorq"" "Maintenance/Repair/

Overhaulq"" Test/ATE/Avionics Supportq"" Military/Governmentq"" Distributor/Dealer

Job Functionq"" "Avionics/Electronics

Engineerq"" "Avionics Maintenance

Supervisorq"" "Avionics Technician/

Mechanicq"" Engineering Management

q"" "Program/Project Management

q"" Operatorations Managementq"" Research & Developmentq"" Corporate Managementq"" Procurement/Purchasingq"" Military/Governmentq"" Pilotq"" Consultant

Individual Full Conference(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)q" Paid before 16 February 2011 ..................................................................... €920q" Paid on or after 16 February 2011 .............................................................. €980

Individual Day Delegateq" Individual Delegate (Single Day Registration)........................................... €705 (Includes access to Conference on the day, Exhibitor Presentations,

Exhibition, Coffee Breaks and Lunch on the day) q Wednesday 16th q Thursday 17th"Student Full Delegate (Student I.D. required) (Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)q" Student Full Conference ............................................................................... €100

Exhibitor Full Conference (must be an exhibiting company)(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) q"" "Exhibitor Full Conference ...................................................................€490

Corporate PlanFor 3 or more delegates, enjoy a 33% discount on each delegate place.(Includes 2-day Conference, Conference Proceedings Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

q" a. Corporate Plan (Group of up to 3 Delegates) .......................€1960 (Save 33%)q" b. Corporate plan (Group of up to 6 Delegates) .......................€4715 (Save 33%)q" c. Corporate Plan (Group of up to 9 Delegates) ......................€7050 (Save 33%)

Association Full Conference Please indicate the Association you are registering under .............................€ 785

q BavAIRia q""DGLR q""RAeS q""NAG q""NIDV q""IET q""KTN

q""MEAC q""BDLI

q" Exhibit Floor Visitor Only………………………………….....................FREE(Includes Keynote, Exhibitor Presentations, Exhibition, Networking Reception)

q" TUM Networking Lecture………………………………….....................FREE

Lunch Tickets q""Weds 16th q Thurs 17th ..........................................................................................€35

q"Conference Proceedings only ...........................................................................€100

Method of Payment:

q"" Check enclosed (in Euro’s ONLY) Pennwell / Avionics 2011

q"" Wire (Wire information will be provided on invoice)

Credit Card: q"Visa q"Mastercard q"AMEX q"Discover

Please add all selections and total here: €

Add 19% German VAT: €

TOTAL DUE: €

Credit Card Number

Expiry Date

Full Name (as it appears on card):

Card Holder Signature:

1

Registration Form

Payment must be received prior to the conference. If payment is not received by the conference date, the registration fee must be guaranteed on charge card until proof of payment is provided. Make check payable to Pennwell International/Avionics 2011.

Cancellation: Cancellation of registration must be received in writing. Any individual, exhibitor or corporate registrations cancelled before 19 February 2011 will receive a 50% refund of registration fee. After 19 February 2011 no refunds will be permitted. Substitutions may be made at any time by contacting the registration of�ce In writing.

1. Fax:

Direct: +1 918 831 9161

Toll-Free (US only):

+1 888 299 8057

2. Website:


3. Mail:

Pennwell Avionics Europe 2011

P.O. Box 973059

Dallas, TX 75397-3059 USA

4. Email

Complete this form

and email to:

[email protected]

PLEASE USE THIS CODE WHEN REGISTERING

(Registration con�rmation will be sent via-email, if a unique email address is provided)

Country:

To register, please complete the registration form below and return.

Specify Sector of interest: q"Avionics q"Defence

Wednesday 16th March 2011

10:30-11:30q"""""ARINC 661 Standard Workshop............................................................€55

11:30-12:30q"""""""Mastering Integration Complexity.......................................................€55 14:30-15:30"""""""""Advanced System Integration and Complexity Reduction with

Ethernet-based and Time-Triggered Electronic Platforms ................€55

16:30-17:30 q"" """Security in Airborne Systems ..............................................................€55 Thursday 17th March 2011

09:00-10:00 q"" ""Software Test and Certi�cation: Code Coverage Analysis based on

Source and Object Code? ....................................................................€55 10:30-11:30 q"" ""Model-based approach for IMA platform early validation ...............€55 11:30-12:30q"" ""Presentation on CMC’s development of full performance vertical

navigation in a retro�t CMA-9000 FMS .............................................€55

Master Classes (Includes access to selected Master Class only)

Wednesday 16th March 2011

10:30-12:30 q"""" Developing Safety Critical Operation Using SCADE For Deploying on a COTS RTOS Platform....................................€100

14:00-15:30q""""""IMA/ARINC 653 Software timing veri�cation with DO-178B:

function-level, partition-level and system level ..............................€100

16:00-17:30q""""""Implementing an AFDX End System in complex FPGA Logic -

Objectives and Safety Considerations ..............................................€100

Thursday 17 March 2011

08:30-10:00 q"""Understanding DO-178-C Certi�cation for Avionics...........................€100 "10:30-12:30q"""AEA Workshop – SESAR – The Airlines Perspective ..........................€100

14:00-16:00q"""BavAIRia Aerospace Symposium .........................................................€100

q

Conference and Exhibition

Date: 16-17 March 2011 Venue: M.O.C.

Event Centre Location: Munich, Germanywww.avionics-event.com

Workshops (Includes access to selected Workshops only)

q" Yes please send me the Avionics Intelligence eNewsletter

AVMAG



Licensing OptionsData Device Corp. (DDC), based in Bohemia, N.Y., added licensing options to its data bus test and verification, and system integration and simulation soft-ware packages.

The options include USB Dongle, which offers unlimited mobility; Node Locked, which allows users to install the software to any one computer; and Net-work License, which allows users to deter-mine exactly how many user instances they need to simultaneously support.

The packages are available for all DDC Data Bus Analysis Software Pack-ages, including dataSIMS, BusTrACEr, ARINC Data Bus Analyzer and Lab-VIEW Support Package, DDC said.

Visit www.ddc-web.com.

Single-Board Computer

North Atlantic Industries (NAI), based in Bohemia, N.Y., introduced a 6U, VME

Single Board Computer (SBC) with multi-function and communications I/O options. NAI said the 64EP3 eliminates the need for a separate SBC for I/O inten-sive system applications.

The processor provides real-time, intelligent sensor data acquisition and local data management operations such as analysis, algorithm manipula-tion and control of all I/O functions. It also supports direct data management and distribution between dual Gigabit Ethernet and communication interfaces such as Mil-Std-1553, ARINC 429/575, RS232/422/485 and CANBus, the com-pany said.

The board includes four module slots for numerous mix-and-match configura-tions from a wide selection of multi-func-tion I/O and communication modules. The available I/O functions include A/D, D/A, Discrete/TTL/CMOS/Differential I/O, RTD, Synchro/Resolver/LVDT/RVDT Measurement and Simulation and Encoder/Counter.

Visit www.naii.com.

Data ConvertersShadin Avionics, of St. Louis Park, Minn., released the first two products of its AIS-450 Digital/Synchro Data Converter Platform. These products will function individually as a single-channel ARINC 429 to synchro heading and a three chan-nel ARINC 429 to synchro heading, pitch

and roll, according to the company.AIS-450 hardware is configured with

digital and discrete I/O in addition to three-channel ARINC 407 3-wire synchro output for making the digital to synchro conversion. The platform provides the basis for customer defined configurations.

The AIS-450 can be commonly used for ARINC 429 label 314 or 320 to synchro heading output; ARINC 429 labels 314 or 320, 324 and 325 to synchro heading, pitch, roll output; ARINC 429 to ADF, DME synchro; ARINC 429 or serial to selected course waypoint bear-ing; and Serial to synchro.

Visit www.shadin.com.

Flight Deck ApprovalAvidyne, of Lincoln, Mass., received approval from the Agência Nacional De Aviação Civil –Brasil for installation of the Entegra Release 9 (R9) Integrated Flight Deck suite in Brazilian-registered Piper PA-46 Matrix aircraft.

The Entegra Release 9 retrofit for Piper PA-46 Matrix aircraft includes two XGA high-resolution IFD5000 displays, dual-redundant FMS900w systems with control/display keyboard, next-gener-ation, fully-digital 16-watt VHF NAV/COM radios, and dual WAAS/RNP-capable GPS receivers.

Visit www.avidyne.com.

Enhanced Connector

Carlisle Interconnect Technologies, of St. Augustine, Fla., introduced an Enhanced Performance SMA connector series (EPSMA), which can provide mode-free performance to 27 GHz. In addition, these connectors are tuned to provide ultra-low VSWR to 27 GHz .

The product consists of field replace-able styles with industry standard flange configurations and pin sizes and low RF leakage (less than 90 dB). All interfaces conform to Mil-Std-348, according to the company. Visit www.carlisleit.com.

Databus Interface Cards

Ballard Technology, of Ever-ett, Wash., introduced a line of XMC and PMC avionics databus interface cards with high channel counts and multi-protocol capability.

These high-density cards, called the Mx5 Series, enable electronic systems to interface with military and commercial avionics databuses, Ballard said. Single-protocol models

can have up to eight dual redundant Mil-Std-1553 channels, up to 22 ARINC 429 channels, up to four ARINC 708 channels or four ARINC 717 channels.

Multi-protocol models combine two or more protocols on a single card. All models include avionics discretes, timers, IRIG synchronization/generation and dif-ferential interfaces usable as discrete I/O.

Typical applications for the Mx5 include rugged deployed systems, embedded test systems, high performance simulators, databus health monitoring and avionics upgrades and retrofits. Visit www.ballardtech.com.

new products

new products


Display SoftwareAspen Avionics, Albuquerque, N.M., released software version 2.2.3 for the Evolution Flight Display product family.

The update is applicable for primary flight display (PFD) and multifunc-tion display (MFD) products on the EFD1000, EFD1000 C3, and EFD500 hardware platforms.

Evolution software version 2.2.3 adds several improvements that will enhance overall user experience, according to the company. The update includes larger fonts on the PFD and operator-config-ured PFD traffic overlay settings are now retained after an EFD on/off power cycle.

Visit www.aspenavionics.com.

Switch Module

GE Intelligent Platforms, of Charlottes-ville, Va., introduced the NETernity GBX460 rugged 6U OpenVPX data plane switch module. The company said the module is the first 10 Gigabit Ether-net system of its kind to support high throughput interprocessor communica-tion (IPC) between 10GigE-enabled pro-cessing nodes for deployed defense and aerospace applications.

With 20 (optionally 24) 10GigE data plane ports and 16 GigE control plane ports, the GBX460 supports non-block-ing, low latency data transfers across a multiprocessing cluster at up to full wire speed, the company said.

The GBX460 is an unmanaged Layer 2 switch that can support multiple OpenVPX slots/module profiles for maxi-mum flexibility and throughput.

Visit www.ge-ip.com.

EFB ApplicationJeppesen, of Englewood, Colo., intro-duced a situational awareness enroute application for its FliteDeck Pro elec-tronic flight bag (EFB).

Targeted for Part 121 and Part 135 commercial aircraft operators, the Jeppesen FliteDeck Pro enroute service features graphical and textual weather

display options. The application features weather data graphically overlaid with the route of a carrier’s flight plan. It also sup-ports XM satellite and Internet connec-tions available through the open design and simple data integration framework of FliteDeck Pro.

Visit www.jeppesen.com.

XMC Interface ModuleCurtiss-Wright Controls Embedded Com-puting (CWCEC), of Leesburg, Va., intro-duced XMC-603, a rugged quad-channel Mil-Std-1553 XMC interface module.

The XMC-603 mezzanine module speeds and simplifies the integration of dual redundant ports of Mil-Std-1553 into military and aerospace embedded comput-ing systems, according to the company.

The XMC-603 is a single-width XMC module and is available in both air-cooled and conduction-cooled con-figurations. It supports carrier cards with the PMC J4 mezzanine connector for backplane IO and XMC J5, or XMC mezzanine connectors Pn5 and Pn6 for backplane IO. Other features include up to four independent dual-redundant Mil-Std-1553 interfaces; BC, RT, MT modes independently selectable for each chan-nel; XMC form factor; and PCI Express (PCIe) Gen 1 interface.

Visit www.cwcembedded.com.

G1000 ApprovalGarmin, based in Olathe, Kan., received European Aviation Safety Agency (EASA) validation of the FAA Supplemental Type Certificate (STC) issued for installation of the G1000 avionics suite in King Air 200 and B200 turboprops.

Installation of the G1000 system meets current European regulatory requirements, including 8.33 kHz VHF communication, VHF Com Immunity from FM radio broadcasts, B-RNAV, P-RNAV, RVSM, SSR Mode S Elemen-tary Surveillance, SSR Mode S Enhanced Surveillance, Automatic Dependant Sur-veillance-Broadcast and TAWS Class B.

The G1000 suite integrates primary flight information, navigation data, com-munications, terrain awareness, traffic, weather, and engine instruments on a 15-inch multifunction display and two 10.4-inch primary flight displays.

The G1000 installation on the King Air 200/B200 includes the GFC 700 three-axis, digital, dual channel, fail pas-sive automatic flight control system. The

STC includes approval for Garmin’s syn-thetic vision system.

Standard features of the G1000 avion-ics suite include Class-B terrain aware-ness and warning system, dual integrated solid-state attitude and heading reference systems, and dual integrated digital air data computers.

Visit www.garmin.com.

EFIS TSO

Astronautics Corporation of America, based in Milwaukee, received FAA Tech-nical Standard Order Authorization for its 6-by 8-inch Electronic Flight Instru-ment (EFI) display, Control Panel (CP), and Engine Data Concentrator Unit (EDCU).

Variations of the equipment are being offered as an Electronic Flight Instru-ment System (EFIS) and Engine Instru-ment & Crew Alerting System (EICAS) on civil and military aircraft including C-130, L-100, helicopter and trainer aircraft, the company said. The newly TSO’d system is currently being shipped in support of C-130 avionics upgrade programs around the world.

The display uses Astronautics’ LED, NVIS-compliant backlight with avionics grade active matrix liquid crystal display.

The EFI uses an Intel Atom processor and can accept both analog and digital interfaces along with a video input via RS-170 with provisions for a digital video interface video or a second analog video input via RS-170, S-video or com-posite input.

The EFI display, available with dif-ferent bezel configurations, has a small mechanical package allowing it to accom-modate difficult instrument panel mount-ing situations, according to the company.

Visit www.astronautics.com.

ARINC 429 Line DriverHolt Integrated Circuits, of Mission Viejo, Calif., introduced an ARINC 429 line driver powered by a single


+3.3V supply. The HI-8596 generates all ARINC 429 voltage levels on-chip, eliminating the need for negative voltage supplies or inverters typically found in ARINC 429 bus driver designs.

The HI-8596 operates from a single +3.3V supply using four external capacitors. The device also features high-impedance outputs (tri-state) when both data inputs are taken high, enabling multiple line drivers to be connected to a common bus. Different outputs are avail-able for easy implementation of exter-nal lightning protection, allowing the requirements of DO-160F, Level 3, wave-forms 3, 4, 5A and 5B to be satisfied.

Visit www.holtic.com.

D-Sub Connector

Positronic Industries, based in Spring-field, Mo., introduced a next generation version of its environmental D-Sub con-nector, called the “Unibody” design.

The new design provides increased performance at a lower cost, and elimi-nates the need for sealants, which allows higher performance levels and lower manufacturing costs, the company said.

The design allows connectors to oper-ate in a temperature range of -40 to +125 degrees C. It is available in 13 variants, with 9 through 50 contacts, in standard and high-density options. Termination types include straight and right angle PCB, and solder cup for size 20 and size 22 wire.

Visit www.connectpositronic.com.

Signal GeneratorAeroflex, based in Plainview, N.Y., debuted its S-Series RF signal generator family.

The first in the series is the Aeroflex SGA analog RF signal generators. They are compact and lightweight, with low phase noise, accuracy and fast settling time.

The SGA is a high-specification ana-log RF signal generator that is a reliable and repeatable signal source solution for general-purpose, aerospace and military test applications in laboratory, factory

and field environments, according to the company. It is available in two models: the SGA 3, which has an operating fre-quency range of 100 kHz–3 GHz, and the SGA 6 covering 100 kHz -6 GHz, Aeroflex said.

Future additions of the S-Series family will include digital signal gen-erators for wireless-specific measure-ments including LTE, LTEA and IEEE 802.11ac standards, and a range of signal analyzers, according to the company.

Visit www.aeroflex.com.

GA Power ProductsMid-Continent Instruments, based in Wichita, Kan., added to its line of aircraft power products for the general aviation industry. The True Blue Power product line includes the MD50 Static Inverter; MD26 Series DC-AC Inverter; and MD835 Emergency Power Supply.

According to Mid-Continent, the MD50 DC-to-AC static inverter pro-duces 115 volts at 60 Hz for 500 watts of “wall outlet” power from an aircraft’s 28 VDC input. The MD26 Series DC to AC solid-state inverters provide a reliable source of 26 volt, 400 Hz, AC power. The MD835 features a Nanophosphate lithi-um ion cell chemistry that offers distinct advantages over older lead-acid designs, the company said. Visit www.mcico.com.

EMC SeminarD.L.S. Electronic Systems, Inc., based in Wheeling, Ill., is hosting an electromag-netic compatibility (EMC) design semi-nar and workshop.

“An EMC Practical Applications Sem-inar and Workshop” will be held April 12-14, 2011 at the Hilton in Northbrook, Ill. For information, call 847-537-6400.

Visit www.dlsemc.com/1001.

Cable Kits

Bogert Aviation, based in Pasco, Wash., introduced a line of low-loss copper cable kits, designed to improve hot and cold starting performance and eliminate most

voltage drop between battery and starter.According to the company, the kits

solve problems caused by aging equip-ment, aluminum wiring, corrosion and power hungry, lightweight starters. Kits are made with large gauge, custom-cut cable and hand assembled.

Visit www.bogertgroup.com.

Power ConverterVPT, Inc., based in Blacksburg, Va., introduced a point of load (POL) DC-DC converter, the DVPL0503S.

The 3A DVPL DC-DC POL con-verter can be used alone or in conjunc-tion with the DVHE 50W DC-DC con-verter as part of VPT’s High Efficiency, Reliability Optimized (HERO) Power System. The DVPL 3A POL converter is a non-isolated, synchronous, buck regu-lated converter that steps down the volt-age at the point of end use.

The DVPL0503S is designed and built to military-grade reliability as defined in MIL-PRF-38534. Other features include 3A (10W) power output; adjustable out-put voltage from 0.8V to 3.4V; full mili-tary and avionics operating temperature range of -55 °C to +125 °C; and Mil-Std-461C and Mil-Std-461D EMC approval, according to the company.

Visit www.vpt-inc.com.

UAS AuthorizationThe city of El Dorado, Kan., received two certificates of authorization (COA) from FAA to operate unmanned aircraft systems (UAS) at El Dorado Municipal Captain Jack Thomas Memorial Airport.

The city applied for the COAs after signing an agreement with Flint Hills Solutions (FHS), of Augusta, Kan., a UAS service provider, to promote the airport as “UAS Friendly” to public enti-ties including emergency responders, law enforcement, fire departments and state and federal organizations, requiring air-space, facilities and technical support to train and operate unmanned aircraft. The city and FHS have plans to construct a new operations and training center at El Dorado airport in 2011.

The UASs that will be operated ini-tially at El Dorado Airport include the FHS FH-700 fixed wing unmanned air-craft and the FH-520 Vertical Take Off and Landing helicopter. Both systems are fully autonomous unmanned aircraft sys-tems and weigh less than 55 pounds.

Visit www.fhsllc.com.

Pg Advertiser Web Address

ad index

14 A.E. Petsche Company ...............................................www.aepetsche.com

6 ATC Global ...................................................................www.atcevents.com

36 Ballard Technology ....................................................www.ballardtech.com

9 Carlisle Interconnect/ECS .............................................www.carlisleIT.com

19 Dayton-Granger ................................................... www.daytongranger.com

2 Goodrich Corp. ............................................................. www.goodrich.com

5 Honeywell ....................................................................www.honeywell.com

23 Intro Corp. ....................................................................www.introcorp.com

13 Nav-Aids Ltd. .............................................................. www.navaidsltd.com

7, 27 Pennwell .............................................................. www.avionics-event.com

15 RTCA Symposium ....................................... www.rtca2011symposium.com

11 Shadin Avionics ................................................................ www.shadin.com

35 UBM/Aerocon ......................................................www.aeroconshows.com

MARCH HIGHLIGHTS INCLUDE

RIDING ROBINSON’S R66: After years of development, Robinson Helicopter in October won FAA

certification of its R66 Turbine, the latest in its phenomenally successful line of single-engine helicopters and its first

non-piston offering. How did Robinson equip the R66 in terms of avionics? You might say it danced with the one who

brought it: effective, easy-to-use, analog instruments.

ISSUES IN AIR TRAFFIC MANAGEMENT (ATM): Demand for air travel is returning, and

passenger traffic is expected to double in the coming decades. In the U.S. and Europe, a fundamental shift is taking place

in air-traffic control systems to better manage this growth. What are the requirements for global ATM, and what is being

done to achieve this vision? Industry experts participating in our recent webinar offer their opinions.

PRODUCT FOCUS, ANTENNAS: Seeking to meet passenger demands and boost their competitive

position, airlines are increasingly offering high-speed Internet. The move is not only driving the sales and development of

satellite and broadband services but also an array of antennas critical to making and maintaining the online connection.

MARCH 2011

For Advertising Opportunities Contact:

Sales Manager: Susan Joyce at 480-607-5040 or [email protected]

Publisher: Tish Drake at 800-325-0156 or [email protected]


For more information on attending or exhibiting, visit:

Promo Code: AB

AeroConShows.com

Accelerate Your Projects into the Future

Introducing the conference and exhibition

for the aerospace and defense industries

Featuring suppliers for the design and production of aerospace and defense products, including:

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FEBRUARY 14–16, 2012Anaheim Convention Center

Anaheim, California

MARCH 16–17, 2011 Orange County Convention Center

Orlando, Florida

SEPTEMBER 20–22, 2011McCormick Place North

Chicago, IL

MARCH 14–15, 2012 Fort Worth Convention Center

Fort Worth, Texas

The Avionics Databus InnovatorsAS9100 / ISO 9001 Registered www.ballardtech.com/AB2000

With so many built-in capabilities, the highly-flexible AB2000

family from Ballard Technology is the ideal fit for a wide range of

applications. These rugged, conduction-cooled, COTS devices

combine a powerful computer processor, multi-protocol databus

interfaces, Ethernet, USB, other I/O, and PMC expansion in a

small, lightweight package.

Discover what the AB2000 can do for you.

Call 425.339.0281 or email [email protected] today.

That’s the nature of the AB2000 Avionics BusBox®

A surprising blend of personalities

AB2000 Personalities...

· Embedded Computer

· Aircraft Interface Device

· Data Recorder

· Protocol Converter

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· Power Management Unit

· Radio/Satcom Interface

· and many more

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February 2011 PDF

Documents

Transcript of February 2011 PDF