Global Avionics Round-Up from Aircraft Value News (AVN)

How inflight connectivity is reshaping cockpits and airline strategy.

The modern traveler’s expectations have evolved significantly over the past decade, with inflight Internet connectivity becoming a critical component of the passenger experience.

No longer is WiFi a luxury—it’s a necessity for business professionals, families, and entertainment seekers alike. As passengers demand seamless and high-speed Internet during flights, airlines are scrambling to meet this growing need.

However, the ramifications of increasing connectivity extend beyond passenger convenience and entertainment. This surge in demand for inflight WiFi is having a profound impact on avionics.

Airlines have recognized that inflight connectivity is essential for staying competitive, and they’ve invested heavily in satellite-based systems to provide fast, reliable Internet access at cruising altitudes.

Early iterations of inflight Internet relied on ground-based towers, which limited both speed and coverage, particularly over oceans. Today, satellites—particularly those in low earth orbit (LEO) constellations—are revolutionizing the inflight WiFi landscape, offering near-global coverage and faster speeds.

Airlines like Delta, United, and American Airlines have partnered with satellite providers like ViaSat and Inmarsat to roll out faster WiFi across their fleets. However, this isn’t a simple plug-and-play system. The integration of WiFi systems affects aircraft design and performance, requiring updates to the avionics systems pilots rely on in the cockpit.

To accommodate the growing demand for WiFi without compromising the safety and reliability of cockpit systems, avionics manufacturers have been forced to innovate. They are developing advanced filtering systems and ensuring that WiFi signals don’t interfere with sensitive cockpit electronics.

Airbus and Boeing have recently initiated different approaches to integrating connectivity into their new-generation aircraft. Airbus, for example, has integrated WiFi systems more seamlessly into the avionics of its A350 and A320neo families, while Boeing has focused on upgrading its 737 MAX and 787 Dreamliner fleets with advanced connectivity solutions.

As inflight entertainment systems (IFE) become more sophisticated, they place additional demands on aircraft systems. Today’s passengers expect personalized, on-demand streaming services, sometimes directly to their devices. This increasing data load puts further pressure on the inflight WiFi infrastructure, requiring more powerful hardware and software solutions.

Avionics systems are increasingly sharing the aircraft’s bandwidth with these IFE systems. This has become a delicate balancing act for airlines, particularly on long-haul flights where the use of both WiFi and entertainment systems is prolonged.

Airlines are taking proactive steps to ensure that inflight WiFi enhancements don’t jeopardize cockpit functionality. For example, Delta Airlines recently announced a partnership with SpaceX’s Starlink satellite network, aiming to provide high-speed WiFi across its entire fleet.

Starlink’s low-latency Internet service would not only improve passenger experience but also help provide real-time data to pilots and crew in ways that were previously impossible. United Airlines, on the other hand, has focused on upgrading its WiFi equipment to more advanced antennae that ensure better connectivity without compromising cockpit operations.

This article also appears in the October 21 issue of our partner publication Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach John at: jpersinos@accessintel.com

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United Airlines tapped Starlink as its in-flight connectivity (IFC) provider, announcing a deal on Friday to equip the airline’s entire fleet with Starlink and offer the service to passengers for free. 

United said this deal covers all aircraft, both mainline and regional, which is more than 1,000 planes. Installation will take place over the next several years. Testing begins in early 2025 with the first passenger flights expected later that year.

United currently has four Wi-Fi providers, and works with Gogo (now part of Intelsat), Panasonic, Thales, and Viasat on different planes and routes. 

“Everything you can do on the ground, you’ll soon be able to do onboard a United plane at 35,000 feet, just about anywhere in the world,” said United CEO Scott Kirby. “This connectivity opens the door for an even better inflight entertainment experience, in every seatback – more content, that’s more personalized. United’s culture of innovation is, once again, delivering big for our customers.”

This is the largest airline to go with Starlink’s service. Starlink has also signed deals with Qatar Airways, Hawaiian Airlines, Latvian airline airBaltic, Japan’s Zipair, and charter operator JSX. 

United Passengers can use Starlink connectivity on their personal devices and seatback screens. United said that it has nearly 100,000 seatback screens and plans to grow these numbers with new airplanes and retrofits. The Starlink service via the Low-Earth Orbit (LEO) satellite constellation will support applications like live streaming, working in cloud applications, gaming, and support with the United app. 

“We’re excited to team up with United Airlines to transform the inflight experience,” said Gwynne Shotwell, president and COO of SpaceX. “With Starlink onboard your United flight, you’ll have access to the world’s most advanced high-speed internet from gate to gate, and all the miles in between.”

United follows Delta in making IFC service free for customers. Delta is working with Viasat and Hughes Network Systems for satellite connectivity. 

A version of this story originally appeared in affiliate publication Via Satellite.

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With the arrival of the multi-orbit era and airlines making decisions on how they will use satellite connectivity going forward, the market for in-flight connectivity (IFC) has entered an exciting phase. The past year has seen a flurry of IFC deals with satellite operators as airlines invest in fleet upgrades, new aircraft, and passenger experience.

In this feature, rather than talking to the satellite community, Via Satellite spoke to four airlines about their next-generation connectivity plans and how they might invest in satellite to bring those plans into reality.

Alaska Airlines

Alaska Airlines is a major U.S. airline that carries over 44 million passengers a year. Like many airlines, it is keenly evaluating and assessing the market, as more satellite options become apparent. David Scotland, In-Flight Experience and Product Technology Director for Alaska Airlines, tells Via Satellite that while Starlink has the first mover advantage in Low-Earth Orbit (LEO), and the product is compelling, it doesn’t necessarily mean Starlink will dominate this market.

“We’ve seen this before with Gogo’s original air-to-ground (ATG) system and then Viasat HTS. Competitors catch up and sometimes eclipse the first mover. Starlink is new to IFC and we’ve seen a lot of maturity in how they approach airlines both from technical and business perspectives,” Scotland says. “I trust they’ll continue to mature over time and we’re eager to watch them evolve as they influence the whole industry to deliver better results for guests.”

For airlines, LEO has changed the dynamics of the market. Scotland says LEO is “incredibly appealing” for Alaska Airlines and that it is one of the reasons it decided to work with Intelsat’s hybrid LEO and Geostationary Orbit (GEO) regional jets, in a deal announced in January 2023.

In terms of what is next, Scotland adds, “We’re assessing options for portions of our mainline fleet now and choosing the right antenna technology is critical in our decision making. There’s a lot of development in this space, but few are in service today, so the jury is still out as to reliability.”

One of the key aspects to a successful IFC strategy is having the right equipment. Expanding on the topic of electronically steered antenna (ESA) technology, Scotland says, “ESAs are what we’ve all been wanting from the start. Their smaller size and lack of moving parts are compelling selling points. We’re going to install a first-generation system on our regional jets but we know second, and third-generation ESAs are only a few years off.”

He says Alaska Airlines is sensitive to how fast consumer technology evolves and supplier roadmaps need a view into upgradability. “Whether it’s a new wireless standard requiring a hardware upgrade, or new internet app driving demand for bandwidth to the aircraft and guest, this puts pressure on suppliers to be agile and offer upgrade paths with limited aircraft downtime,” Scotland adds.

How can the satellite industry improve its dealings with the airline community? Scotland says the answer is in transparency.

“One area where the [satellite] community could improve is in the provision of greater transparency into the quality of service offered in different geographies, on different days, and on different space assets,” he says. “This will be critical to understanding what our guests are actually getting in terms of experience. In turn, we can help operators plan for seasonal changes that could impact usage — whether it be due to guest demographics or flight schedules.”

In terms of where the market is going and what Alaska Airlines is influenced by, he says he is more interested in the IFC supplier side than the airline side. He cites some examples.

“On the airline front, Delta clearly disrupted the market with free, but IFC suppliers Intelsat and Anuvu have made huge strides in the past several years to upgrade their service. Intelsat was always good, but their network is even better now. Anuvu’s service on Southwest is a night and day difference from just a few years ago,” he says. “Additionally, Panasonic deserves credit for improving the most on the global scene. I’d say the most intriguing thing to me personally is the Airbus HBCPlus program. An agnostic antenna that we can shop service around with is extremely interesting.”

Iberia

Iberia is one of the largest European airlines and with nearly 170 aircraft in service and flights to almost 140 cities across the world. IFC has become a vital component of the airline’s strategy.

Iberia Director of Customer Experience Melanie Berry tells Via Satellite that the airline now has 95 percent of its fleet connected. Berry does not see LEO technology as a game-changer, and says antenna technology is more critical.

“I think the real ‘game changer’ will be agnostic antennas, because then we will have the same opportunity we do have at home. If we don’t like the option we have with option A, we go with option B,” she says. “We don’t have that right now. We make a commitment to an aircraft and it is the hardware that belongs with that provider. It is very cost-prohibitive [to change providers]. There is a lot of work to do on the aircraft. I think the development of agnostic antennas is going to give us all a lot more flexibility and a lot more choice, and maybe things will start to move a lot quicker once we get to this point.”

Iberia, like a number of airlines, has high expectations of the satellite industry. Berry is not the first to talk about more flexible antennas, but there are other challenges that she thinks airlines face. Berry says her biggest frustration and the thing that needs to change more than anything is how service level agreements (SLAs) are managed.

“In the past, it has been if there is a heartbeat to the aircraft, then the aircraft is connected, we are doing our job. My measure is — if nobody is connected, regardless if there is a heartbeat to the aircraft, there is a problem. We get lulled into a sense of security that is not correct. The reports will say the service level was 100 percent, so why couldn’t X percent of our customers connect? Antennas, yes, are an issue. We really need to rethink SLAs and that we are measuring the right things so we can improve things for the future.”

While better SLAs and agnostic antennas are part of Berry’s wishlist, the airline has made strong progress with its IFC strategy in recent times. She believes the future is about personalization and digitalization. In order to do this more effectively, Berry says the airline needs connected aircraft, crew, and suppliers. Interestingly, thanks to customer feedback, the airline is finding success using WhatsApp as a way of connecting with customers.

The airline has been using WhatsApp as a communication channel for customers since 2019. Berry describes it as a “work in progress,” but it’s a big part of the company’s personalization strategy.

“It is almost like a digital concierge. Customers can use WhatsApp to check in, obtain their boarding pass and receive flight notifications, among other options,” Berry says. “The feedback we have had is amazing. For me, one of the most rewarding moments was when I was walking in Madrid airport at 5 a.m., and this couple behind us, the man talked about the Iberia WhatsApp service. He wanted his wife to try it, as he thought it was fantastic.”

Despite a lot of consolidation and new players entering the market, Berry does not expect one player on the satellite side to dominate it. She says, “We have three different connectivity providers right now. All of them have made significant improvements over the last few years. We are continuing to work towards what that future looks like. I think Starlink is definitely interesting, but there are lots of interesting things going on in the market. I am not sure they [Starlink] will dominate it. I think there is room for everybody.”

However, in terms of what the next big decisions are for Iberia, it comes back to antennas. Berry says, “We are at a moment where we are trying to understand the life of antennas because we are starting to see a few more failing. So, like everything, there is a specific life. We are looking at when is the right moment to start thinking about changing them. Agnostic antennas aren’t quite there yet. How ready is the world for change?”

Icelandair

While Iceland may not be the biggest country in Europe, Icelandair has long been one of the pioneers in IFC, and has a fleet of just under 50 aircraft. Recently, the company decided to work with Viasat on the next phase of its IFC strategy.

Helga Huld Bjarnadottir, director of Customer Experience and Loyalty for Icelandair, tells Via Satellite the thinking behind choosing Viasat for its Wi-Fi services on all Icelandair 737 MAX aircraft. This deal was announced in March this year. Bjarnadottir recounts how the airline previously worked with Anuvu when it introduced Wi-Fi on the 757 fleet. When the company looked to equip its new Airbus fleet, she says they went through an evaluation of all options, including LEO providers like Starlink.

“In our assessment, we considered various factors such as cost, technological development, and bandwidth capabilities. Ultimately, we found that Viasat offered the best combination of performance, reliability, and cost-effectiveness for our needs,” she says.

Like many airlines, frustrations have come less from the service offerings from customers, and more from the potential to switch providers should the need arise. Bjarnadottir says, “When you have started a partnership with a Wi-Fi provider, it is a long-term relationship since the equipment is different between companies and it is complicated to replace. It is no easy task to move to another provider if you are unhappy with the services. The key is to do thorough research and pick a partner that shares your vision.”

Bjarnadottir believes the IFC market has been evolving with various trends shaping its landscape. From her perspective, she believes it is crucial for each airline to approach this market uniquely, considering their specific needs and objectives. Bjarnadottir talks of personalization standing out as a particular trend as airlines navigate how to effectively integrate it into their strategies. “The key question revolves around the extent to which personalization is incorporated and how it enhances the overall passenger experience. As the market continues to evolve, finding the right balance between innovation and personalized service will be essential for success,” she adds.

Icelandair’s primary focus is on ensuring the success of its business strategy in terms of its cost model, customer satisfaction, and delivering a seamless experience. It is consistently evaluating its strategy, seeking opportunities for improvement and development that would enhance ROI.

While Delta Air Lines made the choice to offer Wi-Fi for free, Bjarnadottir does not see Icelandair taking this same route.

“It’s certainly a noteworthy move. We’re carefully analyzing how this aligns with our own objectives and assessing its potential impact on ROI for Icelandair,” she says. “While we remain open to exploring all options, we don’t foresee immediate changes mirroring Delta’s approach.”

The airline’s focus has been primarily on ramping up its operations after the challenges posed by the COVID-19 pandemic. It has been working diligently to increase its flight schedules and return to sustainable operation levels. The airline is approaching delivery of brand-new Airbus A321 LRs later this year.

“We have been designing the interior as well as IFE and IFC systems that will offer even better customer experience,” Bjarnadottir says. “We have been working on ensuring consistency in IFC providers across our aircraft, with that we anticipate greater success and satisfaction among our passengers. This approach aligns with our commitment to providing a seamless and enhanced travel experience, further solidifying Icelandair’s position.”

Aeromexico

Via Satellite interviewed Aeromexico just over seven years ago when it was starting to ramp up its IFC plans. The Latin American airline was one of the early movers in the IFC space. The airline’s strategy right now is to have the entire fleet connected, including its regional aircraft, by the end of 2026, and to continue migrating to an experience that replicates the experience on the ground.

Alejandro Ochoa, In-Flight Technology manager for Aeromexico, believes LEO technology will be a game changer and will generate more competition, making overall costs more affordable and accessible to any passenger, “to the extent that it will be the standard of tomorrow as it is today to have a drink on board.”

He says Starlink could come to dominate the market with its technology and coverage. But, there are issues when looking to partner with a company like Starlink.

“They have frictionless connectivity, this means there is no portal. It could be an issue for some airlines such as Aeromexico, because we want to have contact with the passenger, in order to generate revenue and enhance the experience. This could be a major obstacle,” he says.

One of the main challenges for Aeromexico is to improve its coverage in Asia and South America, where the airline has some key routes. “This is something that the GEO satellite community has to improve, and in case there is no improvement in coverage, you have to look at a mix of LEO and GEO satellites.”

For example, some of Aeromexico’s most important and lucrative routes are to Japan, and South Korea and Ochoa admits there have been “issues” with the coverage. “Improving coverage is super important. It has been difficult to implement a successful Wi-Fi program due to certifications, regulations and technology,” he says.

Aeromexico currently offers free Wi-Fi to business class passengers on our 787 aircraft and is exploring other models, including sponsorship.

Ochoa says the largest challenge is getting the infrastructure in place. “We have had different providers. We need to make sure we can provide a seamless experience between different providers. We know that connectivity is a differentiator in the aviation industry,” he says.

Ochoa is optimistic about the overall state of the IFC market. He believes it is set for robust growth, fueled by technological advancements, rising passenger demand, and strategic industry collaborations. The adoption of satellite-based solutions, particularly LEO and hybrid GEO and LEO satellite constellations, is enhancing connectivity quality and reliability.

“As airlines increasingly view in-flight connectivity as a competitive advantage and a potential revenue stream, they are exploring various business models, including freemium and sponsored services,” he says. “Overall, the IFC market’s future looks promising, with continuous innovation and expansion.”

A version of this story originally appeared in affiliate publication Via Satellite.

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CALGARY, AB/ June 11, 2024 / FLYHT Aerospace Solutions Ltd. (“FLYHT” or the “Company”) (TSXV:FLY)(OTCQX:FLYLF) today announced that Transport Canada has issued FLYHT a Supplemental Type Certificate (“STC”) for the flange version of the AFIRS EdgeTM, the Company’s 5G wireless data communication device, for Boeing 737 NG aircraft. The achievement of this STC enables FLYHT to ship the Edge units to Canadian Boeing 737 NG customers while at the same time familiarizing the Canadian STC into other jurisdictions to enable worldwide distribution.

“Today marks another milestone achievement for FLYHT as we announce Transport Canada’s issuance of an STC for the Edge on a second aircraft type,” said Kent Jacobs, President and Interim CEO of FLYHT. “This represents the second STC approval for the flange version of the AFIRS Edge this year. I continue to be proud of our entire team and grateful to our airline partner, Air North, and Transport Canada for their efforts to complete a comprehensive and robust certification process.”

Jacobs added, “We are now in a leadership position to provide the aviation industry’s first wireless data and communications device with 5G capability on the two most popular aircraft types, the Airbus A320 and Boeing 737 NG.”

“We are excited to partner with FLYHT on the STC certification process using their innovative 5G wireless data on our Boeing 737 NG aircraft,” commented Joe Sparling, President and CEO of Air North. “We are an innovative airline and recognize the value proposition that the AFIRS Edge provides with its next generation technology.”

Per the agreement signed in October 2023, Air North has agreed to purchase FLYHT’s innovative hardware and software services as part of the Yukon airline’s fleet renewal plans. Specifically, FLYHT’s AFIRS 228 Iridium SatCom and AFIRS Edge solutions will be installed on Air North’s Boeing 737 NG aircraft as it renews its Boeing 737 Classic fleet.

The AFIRS Edge is an aircraft interface device (AID), connecting aircraft data with electronic flight bag (EFB) applications and provides airlines with Wireless Quick Access (WQAR) capabilities, all while serving as a gateway on the aircraft for critical real-time information and onboard data storage. The Edge also serves as a data port for FLYHT’s actionable intelligence services, such as fuel management, aircraft health monitoring, real-time engine data reporting and airport gate performance monitoring. Further, when coupled with a real-time IP satellite connection, the Edge enables weather data customers to work with airlines to implement FLYHT’s weather solutions for enabling enhanced weather forecasting capabilities, providing more accurate and timely warnings of extreme weather, and in the detection and avoidance of contrail generation.

Find out more about AFIRS Edge here: https://flyht.com/airborne-hardware/afirs-edge/.

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Rehovot, Israel, May 22, 2024 – SatixFy Communications Ltd. (“SatixFy”) (NYSE American: SATX), a leader in next-generation satellite communication systems based on in-house-developed chipsets, announced a collaboration and the first order of its in-flight connectivity (IFC) terminals, Onyx, with SCOTTY Group Austria GmbH (“SCOTTY”), a leading manufacturer and integrator of communication solutions, including in-flight connectivity for aircraft.

The Onyx is an all-inclusive, high-performance satellite communications aero terminal designed for use on small to mid-sized aircraft, delivering superior in-flight connectivity. Characterized by its compact form factor, the Onyx features SatixFy’s cutting-edge digital beam-forming technology, along with multi-orbit connectivity capabilities.

SCOTTY placed an initial order for SatixFy’s Onyx terminal and associated product support. SCOTTY will integrate SatixFy’s IFC terminals into its communication solutions for aircraft that previously lacked connectivity due to limitations of terminal sizes, enabling high-end, reliable satellite communication for its customers.

The first system is expected to be installed on a business aircraft in the second half of 2024.

Nir Barkan, Acting Chief Executive Officer of SatixFy, expressed his enthusiasm about the recent collaboration with SCOTTY, stating, “This partnership with SCOTTY and the first order of our Aero terminal is a major milestone for SatixFy. It brings us a step closer to our vision of becoming the leading enabler of reliable satellite-based communications. By combining SCOTTY’s expertise and resources with our market leading satellite communications technology, we are very well positioned to meet the fast-growing market demand for exceptionally reliable, high-speed communication solutions for the aviation sector.”

Joachim Kalcher, Chief Executive Officer of SCOTTY, added that this partnership is a natural fit for a company specialized in critical communication solutions, “With our expertise in secure communication in remote and challenging environments, SCOTTY has found a perfect match in SatixFy. Together, we can provide a comprehensive solution to our customers in the aero market—whether for government, business jets, or commercial airlines. We can also offer our expertise in installing both antennas and indoor equipment for various applications including cabins, cockpits, UAVs, and any other future needs. We are looking forward to a very long and successful partnership with SatixFy and its products.”

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Development of an upgraded software capability for the F-35 fighter aircraft is maturing but more slowly than expected and while Lockheed Martin is still aiming to deliver the third Technology Refresh (TR-3) by June, it is more likely customer acceptance will slip into the third quarter of this year, Jim Taiclet, the company’s chairman, president and CEO, said on Tuesday.

“As we have said before, there continues to be risk in TR-3 deliveries due to delays in software maturity,” the F-35 Joint Program Office said on Jan. 23. “We are exploring a truncation plan with the [military] services and our partners to accept aircraft ahead of full validation of TR-3 capabilities. Any aircraft involved and delivered as part of the truncation plan will provide valuable capability to the warfighters while TR-3 completes final verification and validation.”

Last fall, Lockheed Martin said it expected the TR-3 software to be delivered with the F-35s beginning in the second quarter of 2023.

Lockheed Martin Aeronautics Corporation – Fort Worth – Mikaela MaschmeierrEvent:Arctic Lightning Air Show 2021 – Eielson AFB. Devin Hartman photo

“We are taking the time and attention to get this technology insertion right the first time because it will be absolutely worth it,” Taiclet said during the company’s fourth-quarter earnings call. “The step function technological advances of TR-3 will provide our customers with the onboard digital infrastructure of data storage, data processing, and pilot user interface to provide unmatched capabilities for many years to come. These include increased types of capability for air-to-air and air-to-ground munitions, advanced sensing, jamming, and cybersecurity capabilities and more accurate target recognition to achieve this level of reliable capability for the long run.”

In 2023, Lockheed Martin delivered 98 F-35s, all in the TR-2 configuration, and in 2024 is forecasting between 75 and 110 deliveries. Except for a “handful” of deliveries in the first half of the year, 90 percent of fifth-generation fighters are expected to be delivered during the second half with production of the aircraft slated to restart in the third quarter once the upgraded software is ready.

Taiclet said that the company’s TR-3 hardware suppliers will have to keep pace with F-35 production demand. Jay Malave, Lockheed Martin’s chief financial officer, said that further delays with TR-3 would force the company to revisit F-35 “production cadence.”

Lockheed Martin is currently building F-35s at a rate of 156 per year and Taiclet said the demand signal remains strong. But, he cautioned, meeting Defense Department demands for an expanding set of capabilities is challenging.

The TR-3 core processing and software will create the infrastructure for an ongoing modernization of the aircraft called Block 4, which is expanding.  Block 4 will allow the aircraft to carry more missiles, provide more electronic warfare capabilities, and greater target recognition.

“So, it is essential that this production line keep up,” Taiclet said. “Basically, the recapitalization of the allied fighter aircraft force is the F-35. And so, I think the key to that is full transparency and realizing the reality of the situation.”

That situation is that the more technology loaded onto the F-35, the aircraft customers must “be honest about the schedule, what industry can do, what can the test and evaluation community handle in the various militaries to accept that technology, and what’s the supply chain capacity?” he said.

Lockheed Martin is “brutally honest” with the services and the program office about what the supply chain’s capabilities are in meeting production demands, Taiclet said. And while that is “starting to get traction, I hope it gets more traction because we cannot afford to be over optimistic in the ability to deliver these technologies as rapidly as one might like,” he added.

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The U.S. Space Force Space Development Agency’s (SDA) Tranche 2 Transport Layer-Gamma satellites are to include Ultra High Frequency (UHF) S-band connections, an advanced tactical data link, and enhanced, anti-jam waveforms. But Tranche 2 does not appear to be the end of the SDA innovation trail. The agency is seeking industry ideas on new data links and waveforms for Tranche 3.

A Nov. 6 SDA request for information (RFI) “seeks to inform SDA’s roadmap of future datalinks and/or waveforms and to guide the integration of these capabilities into future Tranches.”

“This RFI seeks to align datalink and waveform capabilities for baselining and/or demonstration in Tranche 3 with launches planned to begin in FY 2028,” the business notice said.

Industry ideas on optical communications waveforms for PWSA Tranche 3 and above “would include risk reduction efforts to support low data rate links, and long-range links, specifically space-to-space geometries of low earth orbit (LEO) to medium earth orbit (MEO) (L2M) and low earth orbit (LEO) to geosynchronous earth orbit (GEO) (L2G) ranges,” SDA said. “Responses to this RFI will specifically inform SDA’s Transport Layer Tranche 3 planning beginning in fiscal year 2024 (FY 2024) for subsequent acquisition efforts to slated to begin in FY 2025.”

SDA satellites are to have optical communications terminals (OCTs) to link with other satellites and ground terminals.

“While SDA has completed its internal review of potential additions to the Tranche 3 OCT standard, it is likely other military services, commands or other government agencies have completed architecture studies that have included industry or industry has internally studied or invested in this area,” the Nov. 6 RFI said. “Hence, SDA would like to leverage what has already been accomplished in cooperation with industry before making a final determination of optical standards that affect the Tranche 3 architecture. As currently envisioned, the Tranche 3 Transport Layer may have different space vehicle variants. Tranche 3 is expected to operate via multiple planes at approximately 1000km in 80–90-degree inclination orbits.”

On Oct. 30, SDA said that it had awarded Northrop Grumman a $732 million firm-fixed-price Other Transaction Authorities (OTA) contract to build 38 satellites for the Tranche 2 Transport Layer (T2TL)-Alpha constellation (Defense Daily, Oct. 30).

The 100 Tranche 2 Transport Layer-Alpha satellites are to transmit beyond line-of-sight Link 16 data to military forces from space, while the Tranche 2 Transport Layer-Beta satellites are to transmit over UHF S-band for tactical satellite communications, and the future Tranche 2 Transport Layer-Gamma satellites are to use an advanced tactical data link.

On Oct. 10, SDA awarded the first Alpha contract of $617 million to Denver’s York Space Systems for 62 satellites in eight orbital planes (Defense Daily, Oct. 23).

The satellites are part of SDA’s low Earth orbit-focused PWSA. The Transport Layer is to be the linchpin of DoD’s future Joint All Domain Command and Control infrastructure, which is to feature minimal lag time communications, sensor-to-shooter connectivity, and tactical satellite communication directly to platforms engaged in military operations.

In August, SDA awarded Lockheed Martin‘s Space division in Littleton, Colo., $818 million and Northrop Grumman’s Space Systems segment in Redondo Beach, Calif., $733 million–a total of more than $1.5 billion –for 72 Tranche 2 Transport Layer – Beta satellites–36 by each company (Defense Daily, Aug. 21). Lockheed Martin is to build those satellites at the company’s recently opened small satellite plant in Littleton.

While SDA had planned on 44 Gamma birds, SDA Director Derek Tournear told Silicon Valley Space Week’s Milsat Symposium on Oct. 19 that the requirement is now 24 Gamma satellites, as SDA is in discussions with a third, possible Tranche 2 Transport Layer-Beta vendor to put the advanced tactical data link on 24 additional Beta satellites.

SDA said that it expects to issue the Gamma solicitation by the end of this year. Tranche 2 is to have about 270 Transport and Tracking Layer satellites. The SDA Transport Layer satellites are to provide rapid sensor to shooter data, while the Tracking Layer satellites are to provide a significant leap in the detection and tracking of hypersonic and ballistic missiles.

This story initially appeared in affiliate publication Defense Daily.

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Boeing’s ForeFlight subsidiary is now offering oceanic plotting and fleet tracking navigation technologies for business jets. 

Oceanic plotting is an add-on to ForeFlight’s existing Active Navlog system, released in May, and will be integrated with ForeFlight Dispatch. 

Combining the two will enable paperless oceanic plotting directly in ForeFlight Mobile, allowing operators to eliminate the use of paper charts for oceanic plotting and record-keeping, the company says. As with the base Active Navlog product, performance estimates are automatically re-calculated during the flight as pilots record time and fuel actuals at each waypoint.

With Oceanic Plotting pilots can record position reports and gross navigational error checks. Every check is automatically recorded in the master flight log with an associated screenshot for effortless record-keeping, while completed navigation logs are automatically uploaded to ForeFlight Dispatch and attached to the flight plan.

“Logging position reports and GNE checks has been a manual, time-consuming task for our customers,” said Kevin Sutterfield, ForeFlight and Jeppesen global sales leader. “Throughout the development of this feature, we actively incorporated feedback from numerous ForeFlight customers. ForeFlight’s Oceanic Plotting feature simplifies the process of oceanic crossings for pilots while also automating the regulatory compliance required for those operations.”

Active Navlog is available as a per-user subscription add-on product, with or without a subscription to ForeFlight Dispatch, while Dispatch will be required in addition to Active Navlog to enable the Oceanic Plotting capability once it’s available.

Fleet Tracking enables operators to monitor their fleet’s on-time operations and early detection of potential schedule disruptions, the company says. It can integrate with ForeFlight Dispatch, giving operators the ability to see the live status of all tracked flights. Operators will also have access to an interactive map displaying the positions and statuses of all tracked aircraft.

That interactive fleet tracking page shows ground-based Automatic Dependent Surveillance-Broadcast, or ADS-B, data from AirNav Systems and incorporates ForeFlight’s map-based weather layers. If any flight encounters a delay or inclement weather, planners can make changes to the flight plan in ForeFlight Dispatch.

“Providing dispatchers with real-time and accurate aircraft tracking significantly boosts safety and efficiency,” said Sutterfield. “I believe that digital solution suites are changing the business aviation industry because they allow operators to anticipate schedule disruptions and mitigate issues in real-time.”

Two distinct tiers of fleet tracking will be available. The first includes global tracking through ground-based ADS-B. The second, higher tier adds support for global tracking by datalink position reports as well as the ability to track FAA-blocked tail numbers. Both tiers will be available as per-aircraft add-on subscriptions and will require a subscription to ForeFlight Dispatch.

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Exploring the Next Stage of Connectivity in Airlines, Predictive Maintenance, and Enhanced Operations at the Connected Aviation Intelligence Summit (Photo: Jessica Reed)

DENVER, Colorado — At the recent Connected Aviation Intelligence Summit, several industry experts joined in a panel discussion titled, “The Connected Future: Exploring the Next Stage of Connectivity in Airlines, Predictive Maintenance, and Enhanced Operations.” Kim Blakely, Senior Manager of Flight Operations, CNS Program and Cockpit Technology at United Airlines, highlighted the airline’s proactive steps to identify connectivity issues onboard their flights. To achieve this, United Airlines’ mobility engineering and CDR teams are collaborating with pilots to log information directly from their Electronic Flight Bags (EFBs). In parallel, they are working closely with Apple to analyze these results and develop potential solutions. 

Additionally, Blakely mentioned the introduction of a dedicated SSID for crew members, aimed at enhancing functionality and bolstering security. While immediate actions involve configuration changes and partnerships with Wi-Fi vendors, longer-term plans encompass considering avionic enhancements for upcoming 787 deliveries from the outset.

Addressing the topic of retrofitting older aircraft with new technologies, Bret Peyton, Managing Director Standards, Fleet and Operational Control at Alaska Airlines, commented, “I think one of the one of the biggest challenges is the mixed fleet capability.” While their incoming 737 Max aircraft are fully equipped and connected, their legacy next-generation fleet lags behind, prompting complex cost-benefit analyses on the decision to equip planes with aircraft interface devices. Peyton hinted at the potential to bypass certain devices by leveraging onboard Wi-Fi for connectivity. 

Alaska Airlines, seeking to harness the benefits of connected aircraft, has chosen Air Space Intelligence for in-route optimization. Although they are currently testing a flight deck tool, they’ve successfully implemented a dispatch tool over the past three and a half years, which they plan to connect to the aircraft through Wi-Fi, reinforcing their commitment to technological advancements.

Nate Hicks, Vice President of Product Management at GE Digital, remarked during the panel discussion, “We have a few projects that are specifically dedicated towards decoding flight data and then enabling outcomes for operators on top of that decoded flight data.” 

GE assists operators in integrating data from various sources such as operational data warehouses, QAR devices, and engine controls. Through a meticulous process of collating, decoding, cleansing, and presenting this data, GE empowers operators to refine their safety management and fuel efficiency programs. 

Hicks spotlighted the rising preference for wireless QARs, noting their rapid and straightforward data transmission capabilities. GE’s platform also provides operators with a transparent view of their data transmission—whether manual or wireless—enabling safety analysts to efficiently monitor the most recent datasets across their entire fleet. This approach showcases GE’s commitment to employing data and contemporary technology in supporting aviation operators.

Bobby Anderson, Vice President/General Manager for Commercial Aviation at Shift5, emphasized the complexities of sourcing accurate data from aircraft, especially given the variables of aircraft age and sensor locations. Shift5’s strategy zeroes in on guiding both airlines and military customers to precisely pinpoint and extract essential data without overwhelming the system. Capturing every frame of data across those protocol buses is vital, offering invaluable insights for both cybersecurity and preventative maintenance. 

Anderson also highlighted their initiatives in promoting automation around compliance activities. While the industry has made strides in regulatory guidance, especially concerning aircraft network security programs approved by the FAA, Shift5 assists in streamlining this process. Their aim is to enable airlines to efficiently interpret and act upon critical insights rather than get bogged down in raw data.

Kim Blakely of United Airlines commented, “Over-saturation of information [in the cockpit] sometimes is worse than the lack of it.” To tackle this, United has implemented rigorous protocols for onboard apps. Pilots aren’t permitted to download apps arbitrarily; there’s a defined process involving a steering committee’s review. This ensures input from key departments such as line operations, regulatory compliance, cybersecurity, and standards teams. 

United also employs tools like Air Space Intelligence for in-flight optimization. As more such tools emerge, the challenge lies in determining the right fit while ensuring integration across various departments, like dispatch and pilots. “They all have to be speaking the same language and have the same information,” Blakely said.

Mark Canada from Dialexa, an IBM company, emphasized the vast potential that AI and ML bring to aviation. To fully leverage these technologies, he stressed the importance of effectively organizing the extensive data drawn from flights and various systems. By laying down this foundational framework, organizations can more seamlessly integrate and experiment with advanced tools like large language models, such as GPT. This structured approach, in Canada’s view, is pivotal for aviation entities to proactively harness AI’s capabilities. “Creating some of those foundational capabilities is what’s required to really allow you to play offense,” he said.

Bret Peyton from Alaska Airlines highlighted the intricate balance between leveraging vast data for operational efficiency and navigating contractual limitations, especially with pilot unions. While airlines are inundated with valuable data and innovative ideas for improvement, they often encounter obstacles rooted in longstanding agreements. 

For Alaska Airlines, “We’re frankly operating on a contract that was probably drawn up somewhere in the 1990s, and so it’s restrictive,” Peyton remarked. This is despite the airline’s reputation as a technology leader and pioneer in flight deck innovations. The journey towards harnessing AI and other advanced tools is sometimes hampered by these contractual stipulations, requiring delicate maneuvering. He emphasized that this dynamic represents a common challenge many operators face as they chart their future course. “AI is great—we can do a lot with it, but we have to sometimes tiptoe, unfortunately, around our contractual obligations,” he said.

Kim Blakely of United Airlines emphasized the delicate balance between ensuring pilot protection and the airline’s need for valuable in-flight data. Pilots seek a system where their feedback can be recorded anonymously to avoid potential repercussions, reflecting the broader challenges faced in negotiations with pilot unions. Blakely mentioned that United has recently reached a preliminary agreement. “I’m really hoping that it does open a lot of opportunities for us with the technologies to get more information,” she said. “Honestly, we’re not trying to punish anybody. We just need to get the information; we need to know what’s going on in the cockpit.” Collaborative efforts with pilot unions are crucial to unlocking technology’s potential and improving aviation practices.

Nate Hicks of GE Digital highlighted the challenge of keeping pace with rapid technological advancements within the regulatory confines. While GE Digital collaborates with airline customers who manage regulatory relationships, it’s imperative for GE to gauge the direction of entities like the FAA to anticipate potential hurdles in technology implementation. 

A significant area of concern, Hicks noted, is the inefficiency in airspace management. The technology to address these inefficiencies exists today, but active engagement between regulators, airspace managers, and airlines is vital to optimizing current systems and practices.

Bobby Anderson of Shift5 stressed the intrinsic link between safety and security in aviation, emphasizing that a secure aircraft inherently means a safe one. Navigating the regulatory landscape requires a harmonious balance, often necessitating dialogue with pilot unions to create mutual understanding. 

Anderson underscored the importance of vast data quantities for effective AI/ML implementation. While AI/ML plays a role in current algorithms, its potential extends much further. To truly harness AI, access to extensive, up-to-date data is crucial, with airlines and OEMs offering invaluable, specialized insights built over decades. Collaboration within the ecosystem, encompassing pilots, operations, and more, is essential to realize the full benefits of AI in aviation.

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