Avionics 201003

March 2010
Surface
Surveillance
NextGen A400M EFBs
www.avtoday.com/av
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Avionics
inside
March 2010 Vol. 34, No. 3
Photo courtesy Boeing
magazine
Boeing 747-8 Freighter makes its first flight Feb. 8 from Paine Field in Everett, Wash. Boeing reports 108 orders for the aircraft.
cover story
military
Situation:
Airport Surface . . .20
At Last,
The A400 . . . . . . . . . . . . . . 24
The FAA and industry teams work to

accelerate a standard for airport surface
detection and alerting using ADS-B
by Bill Carey
The belated first flight of the European

airlifter in December initiated a three-year,
3,700-hour test campaign by five aircraft
by Jean-Michel Guhl
Avionics Magazine holds four Royal Aeronautical

Society Journalism Awards, including Journalist of the
Year, plus the American Business
Medias prestigious Jesse H. Neal
Journalism Award.
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written permission.
product focus
EFBs . . . . . . . . . 30
Recent demonstrations and wider
application of Automatic Dependent
Surveillance-Broadcast renew interest
in Electronic Flight Bags
by Barry Rosenberg
also in this issue

Editors Note
ADS-B Nationwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
AviationToday.com
A Flock of Dodos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Departments
Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
New Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Cover: Enhanced situational awareness of both aircraft and ground

vehicles on the airport surface is another application for Automatic
Dependent Surveillance-Broadcast, as we report this month.
Printed in U.S.A.
www.avtoday.com/av
March 2010 Avionics Magazine 3
editors note
by Bill Carey
ADS-B Nationwide
While national
attention has
been focused
elsewhere,
ITT and FAA
have moved the
chains on
a fundamental
shift in aviation.
vidence that the ground infrastructure

for Automatic Dependent SurveillanceBroadcast (ADS-B) is taking shape can
be found next to a conference room
at the ITT Advanced Engineering & Sciences
offices in Herndon, Va.
In an adjacent room, a retractable window
blind opens to reveal ITTs Network Operations
Center, where several ITT and AT&T personnel
sit at computer terminals before an oversized,
split-screen display. At the center of the display
is a map of the United States with ADS-B implementation sites represented as colored icons,
concentrated in the Northeast and Florida. To
the right is a ground station status window and a
similar window for Automated Weather Observing System (AWOS) installations; to the left is a
view of FAAs monitoring system to compare
notes with what the agency is seeing and a window for CNN television, to keep abreast of the
world outside.
ITT representatives emphasize that the
NOC was built to monitor and troubleshoot
the radio-station infrastructure, not to control
it. The center is staffed 24/7 by technicians who
analyze event messages and resolve automated
trouble tickets. Its connected to the network,
but not on the critical path. Its not on the service provision path, explained David Stewart, a
consultant with Capital Sciences LLC, who led
a recent tour of ITTs facilities for a contingent
from Avionics Magazine.
Nevertheless, the cleverly concealed ops center
is impressive as an embodiment of the progress
made toward nationwide deployment of ADS-B.
While national attention has been focused elsewhere since the ADS-B contract was awarded in
August 2007 on a change in presidencies, on
the greatest economic crisis since the Depression,
on the conflicts in Iraq and Afghanistan ITTs
industry team and FAA have moved the chains
on a fundamental shift in aviation from ground
radar-based air traffic control to satellite-based
air traffic management.
South Florida was the first region commissioned for ADS-B service, in November 2008.
Last December, ADS-B critical services the
presentation of downlinked ADS-B targets on
controller displays were activated at the Houston Air Route Traffic Control Center, making
surveillance available of overflying airliners as
well as low-flying helicopters supporting the off-
4 Avionics Magazine March 2010
www.avtoday.com/av
shore oil industry in the Gulf of Mexico. Initial

operational capability of ADS-B critical services
at the Philadelphia Terminal Radar Approach
Control (Tracon) was anticipated as this issue of
Avionics went to the printer.
The milestones drive the program, said Glen
Dyer, ITTs ADS-B program manager, describing
the workmanlike pace. They create focus and
clarity.
Piecing together the network backbone has
been less publicized. As of February, ITT had
stood up control centers in Ashburn, Va., Dallas
and Anchorage. The control centers, co-located
with AT&T data centers, receive and process
aeronautical weather information from WSI
Corp. for Flight Information Service-Broadcasts
(FIS-B), air traffic information from FAA for
Traffic Information Service-Broadcasts (TIS-B)
and ADS-B targets from the ground stations,
which are fused with radar data for the TIS-B service. The centers also host the Automatic Dependent Surveillance-Rebroadcast (ADS-R) function of translating and retransmitting 1090ES
messages from large aircraft to smaller aircraft
equipped with 978 MHz Universal Access Transceivers, and vice versa. Trade studies were being
conducted to site further control centers at points
on the West Coast and in the Pacific.
FAA cites its own progress in assessing and
signing-off ADS-B services and facilities. In addition to certifying the new system, the agency has
to adapt its air-traffic control automation platforms for Tracons the legacy Common ARTS
and new Raytheon Standard Terminal Automation System (STARS); for enroute centers the
Lockheed Martin Enroute Automation Modernization (ERAM) system to accommodate
ADS-B messaging.
Were really proud of what were doing.
Weve got a good team, Vincent Capezzuto,
FAA director of Surveillance and Broadcast
Services, said in a recent interview. Its the entire
FAA; this is not a singular entity doing this. It
requires close coordination with our safety group,
the air cert people, the flight standards people.
Tech ops has to do the certification all the different factions within the FAA really need to pull
together. We have the support of the NextGen
office right up to the administrator.
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APRIL 2010
APRIL HIGHLIGHTS INCLUDE

BEATING BROWNOUT: Blinding sand and dust clouds from helicopter rotors still
cost the U.S. armed services lives and aircraft in ongoing conicts. Since 2002, the Army alone
has lost or damaged 27 helicopters in brownout mishaps, the latest last October when a Special
Operations Chinook hit a hidden obstacle on takeoff and crashed with 10 fatalities. To combat
the problem, the military and the Defense Advanced Research Projects Agency are pursuing
advanced see-through, see-and-remember and combination technologies for safe landings in
desert dust.
FAA RESPONDS TO TASK FORCE: FAA has responded to recommendations
of the RTCA NextGen Mid-Term Implementation Task Force with a document outlining steps
it will take for each of the task forces top-tier operational proposals. Which of the industry
consensus recommendations will be implemented, where and how soon? We analyze the
FAAs response.
PRODUCT
RODUCT FOCUS, LIGHTING:
With the rst generation of light-emitting diode

lighting proving its value on the ight deck and
in the cabin, manufacturers of aircraft lighting
systems are developing second-generation solutions that throw off more light while using less
power, have longer life and take full advantage
of lighting technology developed for commer-cial electronics.
Also, contact our sales representatives for
advertising opportunities in the 2010 Avionics
Magazine Buyers Guide and Aerospace
Acronym Guide.
Contact:
Western U.S. and Canada: Kevin Reinhart at 972-713-6494, kreinhart@accessintel.com

Eastern U.S. and Canada: Joe Milroy at 215-598-0933 or jmilroy@accessintel.com
6 Avionics Magazine
March
2010
International:
James
McAuley
atwww.avtoday.com/av
+34 952 118018 or jmcauley@accessintel.com
16632
EDITORIAL
EDITOR-IN-CHIEF Bill Carey
301-354-1818
bcarey@accessintel.com
MANAgINg EDITOR Emily Feliz
301-354-1820
efeliz@accessintel.com
ONLINE PubLIsHER/EDITORIAL DIRECTOR John Persinos
301-385-7211
jpersinos@accessintel.com
CONTRIbuTINg EDITORs
Frank Alexander, Frank Colucci, Ron Laurenzo,
George Marsh, Ed McKenna, Douglas Nelms,
James W. Ramsey, Barry Rosenberg, Jean-Michel Guhl
ADVERTIsINg & busINEss
VICE PREsIDENT & gROuP PubLIsHER
Joe Rosone
301-354-1773
jrosone@accessintel.com
DIsTRICT MANAgER/EAsTERN us & CANADA
Joe Milroy
215-598-0933
jmilroy@accessintel.com
DIsTRICT MANAgER/WEsTERN us & CANADA
Kevin Reinhart
972-713-6494
kreinhart@accessintel.com
Engineers should
maintain aircraft,
not batteries.
INTERNATIONAL sALEs, EuROPE/PAC RIM/AsIA

James McAuley
+34 952 118 018
jmcauley@accessintel.com
DEsIgN & PRODuCTION
gRAPHIC DEsIgNER Joy Park
PRODuCTION MANAgER Tony Campana
301-354-1689
tcampana@accessintel.com
AuDIENCE DEVELOPMENT
AuDIENCE DEVELOPMENT DIRECTOR Sarah Garwood
sgarwood@accessintel.com
FuLFILLMENT MANAgER George Severine
gseverine@accessintel.com
subsCRIPTION sERVICEs/bACK IssuEs 847-559-7314
LIsT sALEs
statlistics
Jen Felling (203)
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REPRINTs
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February 2010 Avionics Magazine 7
industry scan
FAA Proposes $1.1 Billion On NextGen Spending In FY2011 Budget Request
FY 2009
Actual
NextGen Programs ($ in Thousands)
FY 2010
Enacted
FY 2011
Request
Facilities and Equipment (F&E)

NextGen Network Enabled Weather (NNEW)
20,000
20,000
28,250
Data Communications for Trajectory-Based Operations
28,800
46,700
153,300
Demonstrations and Infrastructure Development
28,000
34,602
27,000
NextGen System Development
41,400
66,100
95,000
NextGen Trajectory-Based Operations
39,500
63,500
58,600
NextGen Reduced Weather Impact
14,400
35,600
43,202
NextGen High Density Arrivals/Departures
18,200
51,800
57,000
NextGen Collaborative ATM
27,700
44,641
75,500
NextGen Flexible Terminals and Airports
37,100
64,300
80,700
NextGen Safety, Security and Environment
8,000
8,200
8,000
NextGen Networked Facilities
15,000
24,000
35,000
System-Wide Information Management
43,043
56,548
92,000
ADS-B NAS Wide Implementation Segment 1b
306,765
201,350
176,100
NAS Voice Switch
10,000
26,600
30,200
18,100
35,900
Collaborative ATM Technologies

Activity 5 F&E PCBT NextGen
26,250
27,038
637,908
788,290
1,022,790
NextGen Wake Turbulence
7,370
7,605
10,685
NextGen Air Ground Integration
2,554
5,688
10,614
NextGen Self Separation
8,025
8,247
9,971
SubTotal F&E
Research, Engineering and Development (RE&D)
NextGen Weather in the Cockpit
8,049
9,570
9,312
NextGen Environmental Research Aircraft Technologies, Fuels and Metrics
16,050
26,509
20,600
NextGen JPDO
14,466
14,407
14,292
2,000
56,514
72,026
77,474
NextGen Environmental/Noise/Congestion Studies (5 EOY/FTE)
1,665
1,681
NextGen Staffing (ATO 75 FTE)
5,000
12,083
704
725
747
3,019
NextGen Alternative Fuels General Aviation
SubTotal RE&D
Operations
NextGen Environmental Performance (5 FTE)

Program, Models & Metrics (3 EOY/2 FTE)
Source: FAA
FAA has proposed spending $1.143 billion on

Next Generation Air Transportation System
(NextGen) programs in its fiscal 2011 budget
request, an increase of $275 million or 32
percent over the FY2010 enacted level.
FAAs overall budget request for FY2011 is
$16.5 billion, roughly 3 percent higher than the
FY2010 enacted budget.
The NextGen portfolio includes $1.023
billion distributed among programs in the
Facilities & Equipment (F&E) account a 30
percent increase over FY2010 $77.5 million for Research, Engineering & Development
(RE&D) and $42.5 million for Operations.
The FAA is moving forward with a dualpronged approach for implementing NextGen,
the agency states in its budget summary.
We are maximizing the use of untapped
capabilities in todays aircraft and ground
infrastructure, while working aggressively
to develop and deploy new systems and
procedures that will form a foundation for
more transformative capabilities that will be
delivered in the mid-term.
The F&E account contains $176 million
for continued nationwide deployment of
Automatic Dependent Surveillance-Broadcast
(ADS-B) ground stations by prime contractor
ITT Corp., with associated Traffic Information
Service-Broadcast (TIS-B) and Flight Information Service-Broadcast (FIS-B) transmissions.
Prior-year funding focused on competing and awarding the service contract for the
National program, to include turning on options
for implementation of limited areas of ADS-B
in the Gulf of Mexico, Juneau, Louisville, Philadelphia, Ontario, and an expansion of the TIS-B
and FIS-B services in the East Coast, Great
Lakes, and Southern California areas, FAA
states. Also included were activities focused
on design reviews, testing and validation of the
vendor designated architecture and acceleration of Future Applications development.
For FY2011, activities will focus on
continuing the National Airspace System
wide deployment of ASD-B, the continuance
of future application development and the
monitoring of ADS-B equipage for compliance
with the rule, scheduled to be published in the
Federal Register in 2010, FAA said.
Under the agencys Operations account,
$25 million is provided to design and implement new high-altitude, performance-based
routes between 10 major metropolitan areas
in the next three to four years, rather than the
originally planned six-to-eight years.
The funding also will be used to develop
new terminal procedures in major metropolitan areas, including Chicago, Washington,
Baltimore, Atlanta and Denver.
The agencys overall RE&D proposal is
Performance Based Navigation (ATO $15M; AVS $10M - 40 EOY/20 FTE)
SubTotal Operations
Total NextGen Programs
$500,000 lower than the prior year, but contains

a 7.6 percent increase in NextGen research
funding, supporting enhanced development
efforts in air/ground integration, weather in the
cockpit and environmental research for aircraft
technologies, fuels and metrics, FAA said.
In explaining the budget Feb. 1, FAA said
increased NextGen funding will begin to address
recommendations of the RTCA NextGen MidTerm Implementation Task Force, which released
www.avtoday.com/av
25,000
704
7,390
42,530
695,126
867,706
1,142,794
a series of recommendations Sept. 9 for achieving mid-term NextGen efficiencies.

We believe that it is important for us to
respond positively to the task force, and to continue the collaboration we have established this
year, FAA states. The FY2011 budget supports
recommendations from the RTCA Task Force in
the areas of surface tactical flows, runway access, metroplex, cruise, NAS access, integrated
ATM and data communications.
CommerCial
Faa responds To TF5
FAA in late January responded to recommendations of the RTCA NextGen MidTerm Implementation Task Force (also
known as Task Force 5) with a 28-page
document outlining steps it will take for
each of the task forces top-tier operational proposals.
The RTCA Task Force last September
produced an industry-consensus report
with recommendations for achieving
mid-term NextGen capabilities in
the period 2015 to 2018. FAA issued its
response in lieu of the 2010 NextGen
Implementation Plan (NGIP) update,
which was expected in January. The NGIP
was postponed until March.
The task force slate of recommendations is critical to the FAAs approach to
NextGen development and deployment,
the agency states. In response to the
RTCA report, the FAA has adjusted its
planning to address the Task Forces Tier
One recommendations.
In what has been described as an airport and metroplex-centric approach,
the task force produced recommendations
in five operational domains of surface
operations, runway access, metroplex,
cruise and National Airspace System
(NAS) access, as well as two areas considered cross-cutting: data communications
and integrated air traffic management.
The task force also made overarching recommendations to incentivize equipage, streamline operational approvals
and certification, achieve existing 3- and
5-mile separation standards and continue
collaborating with industry.
On the overarching recommendation to incentivize equipage by airspace
users, FAA says more time is needed to
study the ramifications. Nevertheless,
the agency in April is expected to issue
a performance-based equipment rule
mandating compliance by 2020.
We are continuing discussions with
the aviation community on what constitutes a best-equipped, best-served
strategy that will encourage NAS users
to equip, FAA said. As we implement
new technologies, procedures and avionics equipage in the NAS, the system has
to accommodate aircraft with NextGen
technologies as well as those that have
not begun the transition. When we successfully resolve the mixed performance/
equipage challenge, additional choices
and improved levels of service will be
available. Best-equipped, best-served
requires analyses to determine the risks
and opportunities that must be considered
as controllers and operators deal with this
mixed-equipage environment.
Further guidance on FAAs plans
to implement the recommendations is
expected at the RTCA Spring Symposium, co-produced by Avionics Magazine.
The symposium will be held April 6-7 in
Washington, D.C. For more information,
see www.RTCASpringSymposium.com.
www.avtoday.com/av
Airbus RFID Order

Airbus in January placed a multi-year
order to equip its A350XWB fleet with
radio frequency identification (RFID)
tags for flyable components.
Memory chip developer Tego, Inc., of
Waltham, Mass., and Paris-based firm
MAINtag SAS will provide two designs
of their jointly developed FLYtag product line, initially to tag some 1,500 parts
on the new widebody.
Tego is supplying the 8 Kbyte memory
chip specified by Airbus, which is designed
to the Air Transport Association (ATA)
Spec 2000 data standard. MAINtag provides the tags, conforming to the Society
of Automotive Engineers (SAE) AS5678
aerospace standard.
The order, announced Jan. 19, was
described as a pioneering effort to introduce RFID tracking on aircraft. Airbus
reports 505 orders for three variants of the
A350, potentially representing hundreds
of thousands of RFID tags.
What Airbus has done here is provide
a contract vehicle and a pricing model to
allow the industry to get up and running
pretty seamlessly without having to use a
lot of contractual activities to make the
whole thing work, said Timothy Butler,
Tego president and CEO.
RFID uses radio frequency waves to
transfer data between a reader and the
tagged components. The tags developed
for use on aircraft are passive, without a
dedicated power supply. The A350 widebody will be the first Airbus aircraft to use
the passive RFID tags on flyable parts.
Boeing has said it will use RFID tags for
maintenance-specific parts on the 787
Dreamliner.
Airbus on Nov. 26 introduced a new
maintenance, repair and overhaul strategy
supporting RFID adoption for value
chain visibility, with tracing of both flyable and non-flyable components over
their total lifecycle.
The RFID tags on flyable parts will
support improved aircraft configuration
management and line maintenance, repair
shop optimization, warehouse logistics,
payload tracking and life-limited parts
monitoring, the companies said.
Broadly speaking what theyre looking to do is tag both pressurized and
non-pressurized flyable parts, Butler
said. Pressurized flyable parts are inside
the cabin initially avionics equipment,
audio visual equipment, seats, materials,
life-limited parts like oxygen generators,
Photo courtesy MAINtag
industry scan
Two designs of the FLYtag radio frequency identification (RFID) tag, seen here in
relation to a Euro, will be supplied to Airbus for application across the A350XWB
fleet. Airbus specified an 8 Kbyte memory chip to tag thousands of aircraft parts.
potentially life vests where theres not as

much information required but theres a
need to maintain reporting requirements.
In non-pressurized areas, youre talking about major repair and overhaul areas
[such as] jet engines, the wings, major
components and subassemblies of those
components, he said. Its really permeating throughout the whole plane.
Butler said Tego had already started
shipping memory chips to MAINtag.
The tagging of components is expected
to begin later this year and in 2011. The
A350 is expected to enter service in 2013.
Other aerospace manufacturers and
suppliers have expressed interest in RFID
tagging, Butler said.
What weve heard from a lot of the
manufacturers and the OEMs is that once
this gets implemented, [they will] begin
incorporating into the designs of all their
parts going forward these sorts of tags,
he said. In our conversations with the
OEMs, virtually everyone that we have
talked to and its over a dozen at this
point are expecting privately to begin
implementing and tagging virtually their
whole inventory over the course of the
next couple of years. Bill Carey
MC-21 Actuation
Goodrich Corp. was selected by Irkut and
Aviapribor of Russia to provide the flight
control actuation system for the new Irkut
MC-21 family of single-aisle commercial
aircraft, the company announced Feb. 1.
The MC-21 is being developed by
Irkut as a family of short-to-medium
range airliners, carrying between 150 and
210 passengers. Initial entry into service is
www.avtoday.com/av
planned for 2016.

Irkut has selected Rockwell Collins to
provide communications, navigation and
surveillance equipment and pilot controls.
Goodrich will contract with Aviapribor to design, develop and produce
primary and secondary flight control
actuation for all variants of the MC-21. In
addition, Goodrich will provide complete
actuation system integration optimized
for the aircraft.
The new MC-21 aircraft will benefit
from lower weight, enhanced reliability
and ease of maintenance through the latest Goodrich fly-by-wire flight control
technology, said Jack Carmola, Goodrich segment president for Actuation and
Landing Systems. We look forward to
developing a long and successful relationship with Aviapribor and Irkut.
Aircell Funding
In-flight connectivity system provider
Aircell said Jan. 21 it had secured $176
million in equity funding from new and
existing investors, the proceeds of which
will be used for network expansion and
operating needs.
Aircell said its Gogo in-flight Internet
service has been deployed on more than
700 commercial aircraft, with commitments from nine airlines.
This substantial capital raise is a
strong endorsement of our business
achievements to date, said Ron LeMay,
Aircell president and CEO.
Aircell is well positioned to continue
its ongoing aircraft deployment and rapid
acceleration in customer adoption of
Gogo throughout 2010 and beyond.
London WAM/ADS-B
Thales U.K. will provide a Wide-Area
Multilateration (WAM) system to
National Air Traffic Services (NATS) of
the United Kingdom under terms of a
contract announced Jan. 25.
The trial system will enable NATS to
investigate the operational capabilities
of Automatic Dependent SurveillanceBroadcast (ADS-B) and WAM to support
future en-route surveillance.
The contract also supports the Eurocontrol CASCADE program through the
CRISTAL U.K. 3 project, Thales said.
The WAM installation will consist of
a six-sensor active WAM/ADS-B system
located around London and covering
Heathrow, Gatwick, London City, Luton
and Stansted airports. The network will be
used to validate multilateration against a
proven radar surveillance picture.
The WAM system will use existing
NATS sites and infrastructure to allow
data to be collected and processed at the
central processing station, which is based
at the NATS Corporate Technical Center
at Southampton.
A key outcome of the CRISTAL U.K.
3 project will be to validate the safety of

ADS-B/WAM in meeting the current 3
nm separation standard.
NATS is continually evaluating
whether the latest technologies can support or improve its air traffic operations.
Therefore, we are particularly interested in
determining whether ADS-B and WAM
can be used for surveillance to deliver the
demanding 3 nm separation standard in
high-density airspace, said Mark Watson,
NATS head of CNS/ATM research.
Low-Cost Surveillance
SRA International, based in Fairfax, Va.,
said Jan. 13 that it had completed factory
acceptance tests under FAAs Low-Cost
Ground Surveillance (LCGS) program.
The company said the tests demonstrated the operational capabilities of
its system using the Terma Scanter 2001
surface movement radar and the HITT
A-3000 ATC Display and Surveillance
Data Fusion System.
The LCGS program is aimed at reducing the number of runway incursions at
small- to medium-sized airports where it
is impractical to deploy expensive runway
surface detection equipment.

SRA is one of four companies installing LCGS systems at U.S. airports under
the FAA program. SRAs LCGS system
will be installed at the Norman Y. Mineta
San Jose International Airport in California, and is scheduled to begin evaluation
this month.
Other companies involved in the
LCGS demonstration program include
Thales, which is supplying its Surface
Traffic Enhancement and Automation
Support system at the Manchester Boston
Regional Airport; Northrop Grumman,
installing a system at the Reno, Nev., airport; and Sensis Corp., deploying a system
at the Long Beach, Calif., airport.
Upon completion of pilot site evaluations, one or more LCGS systems may be
selected for NAS-wide deployment at up
to 30 locations, according to FAA.
Pilot airport site evaluations also will
explore LCGS capability to provide the
infrastructure for other applications such
as Runway Status Lights, Final Approach
Runway Occupancy Signal and Advanced
Surface Movement Guidance and Control
System, according to FAA.
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MILITARY
Pentagon Budget
President Barack Obama on Feb. 1 sent a
$549 billion budget request to Congress
for the Department of Defense (DoD),
representing a 3.4 percent increase over
the current Pentagon budget. Another
$159 billion is requested for the conflicts
in Iraq and Afghanistan.

The fiscal 2011 budget request includes
$10.7 billion for continued development
of the F-35 Lightning II and for the purchase of 43 low-rate initial production
(LRIP) Lot 5 aircraft, 22 of which are
slated to go to the Air Force.
Production, however, will be delayed
13 months to extend the test program to
November 2015, a move reflecting new
SmartRunway
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Safe from the start.

A runway incursion happens every day,
somewhere in the world, costing the industry
$100 million per year. SmartRunway provides
aural alerts and visual messaging to improve
situational awareness during taxi, take-off, approach and landing.
SmartRunway is configurable to support both heads-up and quiet
cockpits and complements electronic flight bags when installed.
Keeping you safe either on the ground or in the air.
SmartRunway is an easy software upgrade to Honeywells.

Enhanced Ground Proximity Warning System (EGPWS).
For details, visit Honeywell.com/runwaysafety.
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data on cost and performance, according

to defense officials.
Defense Secretary Robert M. Gates
on Feb. 1 said he was replacing Marine
Corps. Maj. Gen. David R. Heinz as head
of the F-35 program and withholding
$614 million in fees to prime contractor Lockheed Martin due to unexpected
cost growth and performance problems.
Lockheed Martin officials acknowledged
the program is running about six months
behind schedule.
Vice Adm. David J. Venlet, commander of the Naval Air Systems Command,
will be nominated to succeed Heinz as
F-35 program executive officer.
The reality is its a good airplane. Its
meeting the performance parameters,
Gates told the House Armed Services
Committee on Feb. 3.
Chairman of the Joint Chiefs of Staff,
Navy Adm. Mike Mullen, reported to the
committee that DoD will get its first F-35
training squadron in 2011, followed by
delivery to the Marines in 2012; the Air
Force in 2013 and the Navy in 2014.
The presidents budget also calls for the
elimination of the F136 alternative engine
for the F-35, developed by General Electric and Rolls-Royce. Gates said he would
oppose any bill that includes money for
the congressionally backed alternative
engine. That veto threat would apply to an
extension of the C-17 production line.
Obama on Feb. 1 singled out the C-17
Globemaster program as an example of
government waste.
I am fully aware of the political pressure to continue building the C-17 and
to proceed with an alternative engine for
the F-35, Gates said. Let me be clear:
I will strongly recommend that the president veto any legislation that sustains the
unnecessary continuation of these two
programs.
In conjunction with the presidents
budget, the Pentagon released its Quadrennial Defense Review (QDR), which
identifies military priorities of prevailing
in the current wars in Iraq and Afghanistan; preventing and deterring conflicts;
preparing the department for a range
of contingencies; and preserving and
enhancing the all-volunteer force.
The QDR also identified enablers
to these priorities, including increased
intelligence, surveillance and reconnaissance (ISR) assets, more helicopters and
increased emphasis on special operations
forces.
Following is a breakdown of budget

requests by military branch:
Air Force: The Air Forces $170.8
billion budget request for FY2011
includes more money for unmanned aircraft systems.
The services $15.4 billion aircraft procurement budget covers 149 new aircraft
97 manned and 52 unmanned. The
base budget provides for 36 MQ-9 Reaper
UAVs; 22 F-35A Lightning IIs; 15 Light
Mobility aircraft; eight C-27J Spartan
mobility aircraft; four RQ-4 Global Hawk
UAVs; five CV-22As for the Air Force
Special Operations Command and three
HH-60 Pave Hawk helicopters, among
others.
The budget request doubles procurement funds for the MQ-9 Reaper in order
to increase combat air patrols from the
current target of 50 to at least 65 by 2015.
The budget foresees a contract award
for the KC-X tanker requirement this
summer, with initial purchase in 2013.
The drawn-out competition pits Boeing
against the team of Northrop Grumman/
EADS to design and build 179 KC-Xs to
replace aging KC-135 tankers.
Army: Aviation got a boost in the
Armys budget request. The budget seeks
$143.3 billion for the Army and $102
billion for Overseas Contingency Operations (OCO), primarily those in Iraq and
Afghanistan.
The request includes $1.4 billion for 72
Sikorsky UH-60M Black Hawks, and $1.2
billion for upgrading CH-47 Chinooks
from the D to the F model. The Army has
requested $887 million for modernization
of the AH-64 Apache attack helicopter.
The EADS-built UH-72A Lakota light
utility helicopter will receive $326 million.
The service seeks $459 million for the
General Atomics MQ-1 Sky Warrior
unmanned aircraft system. Another $505
million is set for modifications to AAI
Corp.s RQ-7 Shadow UAV.
The OCO request includes $187 million to replace OH-58 Kiowa Warrior
battle losses and to make modifications.
It includes $198 million for aircraft survivability equipment, including infrared
countermeasures.
Navy: The Navy will purchase 206
aircraft in FY2011, one fewer than in
FY2010, according to the services $160
billion baseline budget.
The $46 billion procurement budget
includes 12 Boeing EA-18G Growlers;
seven P-8 Multi-Mission Maritime air-
craft; 22 F/A-18E/F Super Hornets; 13

F-35B short takeoff vertical landing variants; seven of the Navy carrier variant,
the F-35C; 28 Bell Helicopter AH-1Z/
UH-1Ys; 30 Bell-Boeing MV-22B tiltrotors; 24 Lockheed Martin MH-60R
and 18 MH-60S helicopters; and three
Northrop Grumman Fire Scout UAVs.
The Navys EP-X program to replace
EP-3E surveillance aircraft is terminated.
Sources including our sister publication,

Defense Daily, were used for this report.
ARGUS-IS Flights
BAE Systems in Nashua, N.H., completed initial flight tests of the Autonomous
Real-Time Ground Ubiquitous Surveillance Imaging System, or ARGUS-IS, on
a U.S. Army Black Hawk helicopter. The
tests demonstrated the systems multiple
SmartLanding
TM
Safe til you stop.

Here are more statistics that are hard to ignore:
runway excursions cost the aviation industry
$900 million per year and account for 83% of
runway fatalities. Honeywells new SmartLanding
helps reduce the risk of runway excursions by alerting pilots during
unstable approaches and long landings. Safe from start to stop.
Together, SmartRunway and SmartLanding provide a powerful
continuum of awareness from takeoff to landing.
SmartLanding is an easy software upgrade to Honeywells.

Enhanced Ground Proximity Warning System (EGPWS).
For details, visit Honeywell.com/runwaysafety.
2009 Honeywell International Inc.
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industry scan
video windows for persistent area surveillance and tracking capabilities for vehicles
and dismounted soldiers.
BAE said the airborne processing system can simultaneously and continuously
detect and track the presence and motion
of thousands of small or large targets
over an area covering tens of square miles.
BAE Systems equipment for ARGUS-IS
consists of a high-resolution, extreme
wide-area, real-time video sensor; an
Exceptional Nav
System Repairs
by Design
on-board processing system; and ground

processing for interactive multi-target designation, tracking and exploitation.
The ARGUS-IS system overcomes
the fundamental limitations of current
airborne surveillance systems, said Steven Wein, BAE Systems director of optical sensor systems. Very high-resolution
imaging systems required for vehicle and
dismount tracking typically have a sodastraw view that is too small for persistent
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coverage. Existing wide-area systems have

either inadequate resolution or require
multiple passes or revisits to get updates.
The Defense Advanced Research Projects Agency and the Air Force Research
Laboratory awarded BAE Systems an
initial $18.5 million contract to lead the
ARGUS-IS effort in late 2007.
The system is intended for use in
manned and unmanned aerial surveillance
platforms.
Retrofit AESA
Northrop Grumman demonstrated its
Scalable Agile Beam Radar (SABR)
on an F-16 at Edwards Air Force Base,
Calif., in support of the Air Forces F-16
Active Electronically Scanned Array
(AESA) feasibility study, the company
said Jan. 25.
SABR is an AESA radar designed
for retrofit in current F-16s and other
legacy fighter, attack and training aircraft,
according to Northrop Grumman.
This officially marks the first time a
retrofit AESA has ever flown in a legacy
F-16, said Arlene Camp, director of
Advanced F-16 Radar Programs with
Northrop Grummans Electronic Systems
sector.
This demonstration validated our
goal of developing an AESA that can
be easily installed on the flight line and
integrated with existing power and cooling provisions of currently fielded F-16s.
With regard to installed performance,
SABRs air-to-air and air-to-ground
detection and tracking and Synthetic
Aperture Radar mapping performance
met or exceeded our predictions.
B-52H Flight
Boeings B-52H bomber upgraded with
new communications technology completed its first test flight at Edwards Air
Force Base, Calif., on Jan. 17. The Combat Network Communications Technology (CONECT) upgrade allows B-52H
crews to receive and send real-time digital
information during their missions.
The three-hour test flight included an
initial system build-up test, interphone
test, communication test and power-on
of each system in flight to determine that
there were no adverse effects on flightessential systems, Boeing said.
Completion of the first test flight
brings us one step closer to giving command centers and troops on the ground
the ability to communicate with the B-52
through the militarys digital information
EADS Acquisition
EADS North America Test and Services, based in Irvine, Calif., on Jan. 11
announced plans to acquire Trig-Tek,
Inc., of Garden Grove, Calif., a manufacturer of precision, dynamic test and
measurement instruments for the U.S.
aerospace and defense markets.
EADS said the acquisition is consistent with our strategy to provide our customers with the most advanced automatic
test solutions. It also supports EADS
North Americas goal to grow our business in the U.S. and to enhance our global
test and services offering.
Lyle Wells, who was the president and
owner of Trig-Tek, will remain involved
with the day-to-day operations of the
company in a consulting role.
Trig-Tek is an excellent acquisition
and good fit for our engineer-to-engineer
culture, said Jim Mulato, EADS North
America Test and Services president. Its
complementary product line will enable us
to provide even more complete, tailored,
test solutions to our military, semiconductor and engine test customers.
UNMANNED SYSTEMS
Unmanned K-MAX
Lockheed Martin and Kaman Aerospace in February demonstrated to the
U.S. Marine Corps the capability of the
Unmanned K-MAX helicopter to resupply troops at forward operating bases.
During a series of test flights at the
Armys Dugway Proving Ground in
Utah in early February, the Unmanned
K-MAX demonstrated autonomous and
remote controlled flight over both line-ofsight and satellite-based beyond line-ofsight data link.
The aircraft demonstrated hovering
at 12,000 feet with a 1,500-pound sling
load; delivering 3,000 pounds of cargo
within the six-hour required time frame to
a forward operating base, involving two
150 nm round-trip flights; precision load
delivery by a ground-based operator in
day and night conditions; and uploading a
new mission plan to the aircrafts mission
management system during flight.
Photo courtesy U.S. Army Redstone Arsenal
network, said Jim Kroening, Boeing B-52

Development Programs manager.
Augmenting current voice-based
communication gives B-52 crews greater
situational awareness and significantly
enhanced mission capabilities.
MISSILE TESTS: The U.S. Armys new Extended Range/Multipurpose (ER/MP)

unmanned aircraft system, an MQ-1C Sky Warrior, completed a series of tests
with the Hellfire II UAS missile at Naval Air Weapons Station, China Lake, Calif.
The unmanned system performed

operationally representative cargo resupply scenarios, and each time the system
delivered as promised, said Sal Bordonaro, Kaman Helicopters president.
Team K-MAX had flown the
Unmanned K-MAX nearly 400 hours in

unmanned mode since 2007, the companies said. The demonstration fulfilled an
$860,000 Marine Corps contract awarded
to K-MAX manufacturer Kaman Aerospace last August.
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Esterline CMC Appointments
Esterline CMC Electronics, based in
Montreal, announced a series of executive appointments and a new organizational structure designed to address the
market environment and leverage the
companys expertise in cockpit systems
integration and avionics.
CMC Electronics named Patrick
Patrick Champagne
Champagne vice president of Cockpit
and Systems Integration, a new business
unit. Champagne was previously vice
president, engineering, at the company.
Additionally, CMC Electronics
named James Palmer vice president,
Aviation Products, another new business division established to leverage the
companys capabilities and develop new
James Palmer
aviation products for both commercial
and military applications.
Palmer will continue to be responsible
for Commercial Services and Customer
Support at the company.
Also, CMC Electronics appointed
Jean-Michel Comtois vice president of
marketing and sales. Comtois previously
held the position of vice president, MiliJean-Michel Comtois
tary Aviation, at the company.
Charles Champion
Airbus named Charles Champion head of engineering, effective April 1. Champion replaces Patrick Gavin, who is retiring.
Champion most recently was executive vice president customer
services, a position he has held since 2007.
Champion joined Arospatiale in 1980 as an engineer in
aerodynamics. After that, he headed the single-aisle aircraft
Final Assembly Lines from 1988 to 1992; was director of Airbus Programs at Arospatiales Paris headquarters; and served
as managing director of the Future Large Aircraft military
transport project, now known as the A400M.
In 1998, Champion joined Airbus Industrie (now Airbus) as
vice president sales for Eastern and Southern Europe and the
Commonwealth of Independent States. From 1999 until 2001,
he was product executive for Airbus Single Aisle program,
before being appointed head of the A380 program in 2001.
Gulfstream Appointments
Gulfstream Aerospace, of Savannah,
Ga., appointed Dan OMalley director
of operations, New Product Development. OMalley had been general manager of the Gulfstream facility in Mexicali, Mexico, since July 2001.
After joining Gulfstream in 1999,
OMalley served as senior manager of
the Composite Manufacturing business
unit in Savannah. Previously, he worked
Dan OMalley
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for Lucas Aerospace in Macon, Ga., as

a business unit manager for the Boeing
737 empennage program. OMalley also
spent 13 years with Hughes Electronics in
a variety of roles.
Gulfstream also named Dick Johnson to the position of vice president and
chief scientist. He most recently was vice
president, engineering.
Dick Johnson
Johnson joined Gulfstream in 1981 as
a structures technical specialist and participated in the design and certification
of the Gulfstream GIII, GIV and GV
aircraft. He held leadership positions
in the Structural Design, Sustainability
and Project Engineering departments.
In 1991, Johnson was appointed project
manager, engineering, for the GV development program.
Tim Farley was named vice president, Tim Farley
engineering. From 1999 until recently, Farley was the companys director of project engineering. He also served as project
engineer during the G550 and G450 development stages. In
1993, Farley became project engineer for the Gulfstream GV
powerplant development program. He moved on to become
systems project engineer for service engineering in 1997 and was
named project engineer for service engineering in 1998. Farley
began his career at Gulfstream as a design engineer in 1992.
Sensis Corp. Appointments

Sensis Corp., based in Syracuse, N.Y.,
promoted Mike Gerry to vice president
of Air Traffic Systems Products and
Programs.
Most recently, Gerry was director of
domestic business development for Air
Traffic Systems, which is responsible for
product development and execution of
programs supporting air navigation serMike Gerry
vice providers, airports and airline customers. Over the last 12 years, he has served
in a number of engineering, research and
development and technical leadership
positions at Sensis. Previously, he was
an application engineer at a diversified
manufacturing company.
The company also promoted Ken
Kaminski to vice president of Advanced
Development. He has led several
Ken Kaminski
research and development and product
development initiatives since joining Sensis in 2003.
Kaminski leads the Advanced Development business area,
which is focused on advanced technology and product concept
developments related to the air traffic management and defense
technology divisions of Sensis. Prior to joining Sensis, he held
various engineering and management positions at a global
defense and information technology company.
www.avtoday.com/av
calendar
March
8-12 PMA-209 Air Combat 2010, Silver Legacy Resort, Reno, Nev. Visit
www.navair.navy.mil.
Geneva PALEXPO and Geneva International Airport, Geneva, Switzerland.

Visit www.ebace.aero.
12 ADS-B: Progress and Implementation, an Avionics Magazine webinar,
9-10 FAA Aviation Forecast Conference, Walter E. Washington Convention
noon to 1 p.m. EST. To register, visit www.aviationtoday.com/webinars or

contact bcarey@accessintel.com.
9-11 ATC Global Exhibition, Amsterdam RAI Center, Amsterdam, the
18-20 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany. For information, phone +44 (0)208 271 2174 or visit www.aircraftinteriorsexpo.com.
Center, Washington, D.C. Contact FAA, phone 202-267-7924.

Netherlands. Visit www.atcevents.com.
18 Airport Surface Management, an Avionics Magazine webinar, noon to 1
p.m. EST. To register, visit www.aviationtoday.com/webinars.
29-April 1 AMC/AEEC Joint Meetings, Hyatt Regency, Phoenix.

Contact ARINC Industry Activities, phone 410-266-2008 or visit
www.aviation-ia.com.
June
8-13 Berlin Air Show, Berlin-Schoenfeld Airport, Berlin, Germany. Visit
www.ila-berlin.de.
July
April
14-17 Airborne Law Enforcement Association (ALEA) Annual Convention,

Tucson, Ariz. Contact ALEA, phone 301-631-2406 or visit www.alea.org.
6-7 RTCA Spring Symposium, Bringing NextGen Into Focus, Grand Hyatt
Hotel, Washington, D.C. For information, visit www.aviationtoday.com/symposium.
19-25 Farnborough International Airshow, Farnborough Airport, England.

Visit www.farnborough.com.
14-17 Quad A Annual Convention, Fort Worth, Texas. For information,
26-Aug. 1 EAA AirVenture, Wittman Regional Airport, Oshkosh, Wis. Visit
phone 203-268-2450 or visit www.quad-a.org.
www.airventure.org.
26-29 Embedded Systems Conference Silicon Valley, McEnery Convention Center, San Jose, Calif. For information, phone 866-535-8993 or visit
http://esc-sv09.techinsightsevents.com.
August
May
3-5 Navy League Sea-Air-Space Exposition, Gaylord National Resort &
Convention Center, National Harbor, Md. Visit www.seaairspace.org.
4-6 European Business Aviation Convention and Exhibition (EBACE),
www.avtoday.com/av
24-27 Association of Unmanned Vehicles Systems International (AUVSI)

Unmanned Systems North America 2010, Colorado Convention Center,
Denver. Visit www.auvsi.org.
September
13-16 Autotestcon 2010, Marriott Orlando World Center Resort & Convention Center, Orlando, Fla. Visit http://autotestcon.com.
Aviation Today is your Internet-hub for market intelligence and business

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16551
military
coveravionics
story
Situation:
Airport Surface
Photo courtesy Rick McMullin/Philadelphia International Airport
US Airways 737 taxis at Philadelphia International Airport. The airport

in November and December was the site of demonstrations under the
Surface Indications and Alerts program, involving US Airways A330s
equipped for ADS-B Out and In, with airport moving map displays.
FAA and industry teams work to accelerate development of

standard for airport surface detection, alerting using ADS-B
By Bill Carey
AA and industry are developing

a standard for displaying airport
surface traffic in the cockpit,
coupled with alerting of potential runway conflicts, using Automatic Dependent Surveillance-Broadcast
(ADS-B) position reports.
Two industry teams in recent months
completed evaluations of surface detection and alerting systems under FAAs
Surface Indications and Alerts (SURF
IA) program, funded in 2008 with a congressional plus-up of $9.3 million. The
intent of the evaluations, each of which
culminated in an operational demonstration, is to validate requirements and
accelerate a standard for the ADS-B In

surface application.
Results of the SURF IA program will
be run through the RTCA committee process to produce industry consensus Minimum Operational Performance Standards
(MOPS) for the application. The technical
guidance of the MOPS will serve as the
basis of a FAA Technical Standard Order
(TSO), expected by 2011. Manufacturers
can build equipment to the TSO requirements.
The development of an indicating/
alerting application using ADS-B In is
happening outside the ADS-B rulemaking
by FAA, which was on track for release in
April. The rule will mandate that aircraft
www.avtoday.com/av
be capable of ADS-B Out, the broadcast

of their GPS-derived position to other
equipped aircraft and air-traffic controllers, by 2020. A mandate on ADS-B In,
the ability to receive and display other
aircraft and ground transmissions in the
cockpit, was deferred.
Surface indicating and alerting was
the chosen application to accelerate the
development of the standards, said Vincent Capezzuto, FAA Air Traffic Organization director of Surveillance and Broadcast Services. Were using the acquisition
process to coincide, in parallel, with the
RTCA process. Were trying to put a
little bit more confidence in the material
that represents this application. Essen-
Screenshot of developmental SafeRoute

application used in SURF IA demo shows
own-ship (above) as cyan icon stopped
on runway. Another aircraft is position
and hold on the other end of the same
runway. In this case, crew gets a runway
status indication highlighting the runway
in blue, preceding a caution or warning.
field of view or a side-mounted electronic

flight bag (EFB).
When you get into indications
and alerting, the assurance level has to
be higher because youre now giving
(the pilot) an alert, he said. On the
approach, if they get a warning, the ramifications of using it are going to be you
do the go-around as opposed to challenging and questioning the system.
Michael Grove, marketing director for
safety and information management-surveillance systems with Honeywell Aerospace, one of the SURF IA contractors,
said a TSO for airport surface detection
and alerting is a possibility by 2011.
contracts to demonstrate surface conflict

detection and alerting using ADS-B. The
partnership of avionics manufacturer
ACSS and US Airways was awarded $6.3
million to conduct a demonstration at
Philadelphia International Airport (PHL)
and to equip 20 Airbus A330s for ADS-B
capability. Honeywell was awarded $3
million to demonstrate surface detection
and alerting at Seattle-Tacoma and Paine
Field airports in Washington state. The
company was assisted by Alaska Airlines
and JetBlue line pilots, who advised on
the concept development and evaluated
display symbology in a simulator.
Capezzuto said the proposal by ACSS,
the joint venture of L-3 Communications
and Thales, to outfit US Airways A330s
with ADS-B hardware appealed to FAA.
This was of great interest to us, that
we would be maturing a sub-fleet with
this capability, he said. This was a very
attractive proposal to us, and they got
selected.
Cyro Stone, ACSS director of ADS-B
products, described a two-part effort
involving three test runs at Philadelphia
airport in November and December and
the ongoing equipping of A330s.
Three aircraft two A330s and
one ACSS Beechcraft King Air were
equipped for the demonstrations, which
took place mainly at night when the airliners were out of service. One A330 was
Photo courtesy ACSS
Timing Issue
This is surface alerting. You have to
draw a distinction between that and surface awareness, Grove said. Of course,
being able to have the system have visibility of all the other aircraft requires that
those aircraft either retransmit on TIS-B
or be ADS-B transmitters themselves.
Thats not going to be comprehensive for
some time to come, depending on FAA
rulemaking. He added, We believe
its inevitable that this application and
other ADS-B applications are going to
happen. Its just a matter of timing and
how quickly regulation moves and how
quickly equipage happens.
FAA in October 2008 awarded two
Photo courtesy ACSS
Photo courtesy ACSS
tially, were buying down the risk, trying

to make it easier for the manufacturers to
mass produce.
Applications exist for surface situational awareness based on ADS-B In.
One, called Final Approach and Runway
Occupancy Awareness (FAROA), provides pilots with information on runway
occupancy on approach, and requires a
moving map display and either ADS-B
In or Traffic Information ServiceBroadcast (TIS-B) capability. TIS-B, an
advisory-only service, broadcasts air traffic information derived from secondary
surveillance radar (SSR) returns from the
ground to airborne systems. Non-ADS-B
aircraft must be equipped with a conventional Mode S transponder to be visible
to the TIS-B system and by extension to
ADS-B equipped aircraft.
Another ADS-B In application,
Airport Surface Situational Awareness
(ASSA), displays aircraft position and
the positions of other aircraft and ground
vehicles in reference to an airport map.
ASSA equates to the front end of
the application tested under the SURF IA
program, Capezzuto said. The addition of
an alerting function with aural and visual
cues beyond providing just situational
awareness requires a higher level of
software design assurance and amplifies
questions over where the cockpit display
should be located, whether in the forward
Own-ship is position and hold on

runway 9L at Philadelphia. USA1234
is turning final for the runway and has
become a potential conflict, giving ownships display a blue aircraft icon with
dot traffic indication (TI) for USA1234. If
traffic continues on the approach, ownship will receive cautions or warnings.
www.avtoday.com/av
Own-ship is position and hold on runway 9L at PHL. In this scenario, crew

would get a visual alert on the display
(yellow) and an aural alert that USA1234
is on short final for the same runway.
If equipped with SafeRoute, USA1234
would be alerted that an aircraft is in
position on its assigned runway.
used for taxiing maneuvers; the other was

equipped on a standby basis. The King
Air served for airborne testing.
The purpose, according to ACSS,
was to perform flight maneuvers against
RTCA-developed Safety and Performance
Requirements (SPR) and to validate
MOPS requirements, with a limited
human factors evaluation.
Nine conflict alerting scenarios were
tested: four under normal operating conditions and five under alerting conditions.
Examples of the latter conditions include:
own-ship departs and conflict traffic
enters the runway ahead of own-ship and
own-ship is on approach to a runway
with conflict traffic on that runway so that
a go-around is required.
The demonstration aircraft were outfitted with an ACSS Mode S transponder
for ADS-B Out functionality and an
ADS-B In receiver, located in the companys TCAS 3000SP surveillance processor,
supporting both airborne traffic alert and
collision avoidance (TCAS) and ADS-B.
The surveillance processor hosts ACSSs
SafeRoute suite of ADS-B applications, a
platform-independent software certified
to DO-178B Level C design assurance
against major failure.
The first release of SafeRoutes surface

situational awareness application provided
own-ship position and other traffic on a
moving map display. For the alerting function, ACSS developed an algorithm based
on the NASA Runway Incursion Prevention System (RIPS) and incorporating an
algorithm developed by MITRE Corp. It
also incorporates TIS-B transmissions for
non ADS-B equipped aircraft.
ADS-B data is displayed on a sidemounted Goodrich Class 3 EFB and a
Gables Engineering ADS-B Guidance
Display (AGD) in the primary field of
view. The EFB runs Cockpit Display of
Traffic Information (CDTI) software
developed by ACSS in partnership with
Astronautics Corp. of America the
same software run in the Boeing/Astronautics EFB installed on UPS aircraft
using SafeRoute applications (Avionics,
June 2007, page 32).
Results from the demonstrations were
to be correlated with the airports surface
radar-based Airport Movement Area
Safety System (AMASS), multi-source
Airport Surface Detection Equipment,
Model X (ASDE-X) system and ADS-B
ground station. Stone said no false alerts
were experienced during the test runs.
There was one scenario that may not

have given an alert when we expected it,
he said. Other than that, there were no
false alerts.
The aircraft indicating/alerting system
met the expectations, Stone said. There
were comments from the observers that
this is really good technology.
Under the program, US Airways
A330s will be equipped for ADS-B In/
Out, including the Gables display, EFB
and CDTI software, during regular maintenance through 2011.
Honeywells contract was threephased, calling for development of an
operational safety assessment; an operational performance assessment; and a
concept for alerting and displaying targets on and around an airport, said Bob
Champion, SURF IA program manager.
The company developed software
hosted in its TPA-100 TCAS unit, which
receives ADS-B signals and serves as a
traffic computer. The TCAS unit was
installed in a Cessna Citation Sovereign
business jet equipped with Honeywells
Primus Epic integrated avionics suite, and
in a Beech C90 King Air with federated
avionics.
The airport surface map on the Sov-
Upcoming Avionics Magazine Webinars

March 18
Airport Surface Management Noon to 1 p.m. EST
Hear from these speakers:
Cyro Stone
Michael Gerry
Director, SafeRoute
ADS-B Products,
ACSS
VP, Air Traffic

Systems Products
and Programs,
Sensis Corp.
Vincent
Capezzuto
FAA ATO Director,
Surveillance &
Broadcast Services
Michael Grove
Bill Carey
Director of Marketing
Product Management,
Surveillance Products,
Honeywell Aerospace
Editor in Chief
Avionics Magazine
For information, visit www.aviation today.com/webinars
May 12
Automatic Dependent Surveillance-Broadcast (ADS-B)
Noon to 1 p.m. EST
www.avtoday.com/av
ereign was provided by the Integrated

Navigation (INAV) display of the Primus
Epic suite; on the King Air, a dedicated
airport surface display was installed in the
co-pilots seat.
The software was demonstrated to
RTCA Special Committee 186, which is
developing ADS-B performance standards, in December, and was to be demonstrated to FAA in late January.
Champion said the majority of alerting scenarios were conducted at Paine
surface situational awareness was a challenge, he said. The alerting algorithms

themselves, just to have the proper width
around the runways to ensure ourselves
that were not giving false or nuisance or
misleading cautions or alerts has been a
challenge.
Weve done very well in eliminating
those, he added. Im very happy with
the system that were going to demonstrate and I think the government will be
happy with it also.
Field in Everett, Wash., which has converging runways as opposed to the three
parallel runways at Sea-Tac. The presence
of a TIS-B transmitter at Sea-Tac provided for both ADS-B and TIS-B reception.
Champion was asked about the challenges faced in developing airport surface
alerting.
Certainly the ability to put moving
maps within the system that accurately
depict the airport, the hold short lines,
the infrastructure, to provide adequate
Surface Data-Sharing
The airport surface is one of the several
operational domains identified for
improvement by the RTCA NextGen MidTerm Implementation Task Force.
Runway Access, with enhanced surveillance methods, is another.
Last September, after seven months
of intensive meetings, the industrygovernment task force produced a set of
recommendations for achieving NextGen
operational efficiencies by the midterm
of 2015 to 2018. FAA responded in January with a document listing action items
for each of the domains.
The Task Force called for improved
surface traffic management to reduce
delays and enhance safety, efficiency and
situational awareness, involving capture
and dissemination of surface operations data to pilots, controllers, ramp
towers and user operations centers. It
recommended one consolidated point of
responsibility, authority and accountability within FAA to manage the data.
In its response, FAA says it will create
a more efficient airport surface environment by sharing authoritative aircraft
movement source data to foster common
situational awareness among the FAA,
flight operations centers and the airport.
Further collaboration is required on
some issues, such as who will be responsible for surveillance in non-movement
areas. We will need to address the
ownership and protection of spectrum
supporting this recommendation.
FAA agrees with the Task Force on the
need to establish a single point of responsibility for data-sharing, a goal the
agency intends to achieve during 2010.
Among specific action items, FAA says
it will install data distribution units at
airports equipped with the Airport Surface
Detection Equipment, Model X (ASDE-X)
airport surface management system, as
well as ASDE-3/multilateration locations
between 2010 and 2013. Bill Carey
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www.avtoday.com/av
AER-022.indd 1

7/28/09 2:09:10 PM
military
military
avionics
Photo by Jean-Michel Guhl
At Last,
The A400
Airbus A400M turboprop lands after four-hour first flight Dec. 11 in Seville, Spain. Despite the milestone, the program
faced an uncertain future as representatives of seven nations that first ordered the aircraft negotiated budget overrun.
The long-awaited first flight of the European airlifter in December

initiated a three-year, 3,700-hour test campaign by five aircraft
By Jean-Michel Guhl
t was 10:07 a.m. on Dec. 11, 2009,

when Airbus Militarys new A400M
MSN 001 aircraft lifted off sprightly
from Seville airport in Spain for its
maiden flight, its nose headed mightily
in the direction of the glowing morning
sun. Dozens of newsmen, lined up near
the runway to shoot photographs, were
dumbstruck by the agility of the large
aircraft, its appearance reminiscent of the
Roman nose C-130A Hercules of the
late 1950s.
The long-awaited day the first flight
of the four-engine turboprop was of

particular importance due to the circumstances surrounding and leading up to
the event; the billions of dollars in cost
overruns and lengthy program delays the
A400M program has endured.
At take-off, the prototype aircraft
displayed an all out weight of 127 tonnes,
including 15 tonnes of flight-test equipment and two tonnes of water ballast.
Performance data was monitored in real
time by teams of engineers based both in
Seville and in distant Toulouse, France,
using air-ground telemetry.
www.avtoday.com/av
Providing airspeed and camera recording of the main phases of the maiden
flight was a vintage SN 601 Corvette business jet used as a chase plane.
The A400M test crew used this first
flight to explore the aircrafts basic handling characteristics in the various flap
configurations, check the powerplant
operation and make initial evaluations
of the aircrafts systems, all the while
providing live information on screen to
hundreds of journalists gathered in one
of the Airbus Military hangars used for
A400M series production.
The Europrop International (EPI)

TP400D-6 engines of the A400M are the
most powerful series turboprop engines
fitted to a Western-made aircraft. Before
the maiden flight, the engines had been
run at full power, the electrical systems
and on-board data network exhaustively
tested, and numerous taxiing runs at progressively higher speeds performed, culminating in a rejected take-off test at a speed
of 123 knots on Dec. 8.
During the maiden flight three days
later, the four engines ran smoothly, each
producing 11,000 shp (8,200kW).
The first flight lasted some four hours
(instead of the planned three hours) and
ended with a landing at Seville in front of
more than 2,000 media, VIPs and Airbus
Military staff united for a standing ovation.
At the controls of the hundred-ton
behemoth was British Chief Test Pilot
Military, Edward Strongman, 60, with
Spanish Experimental Test Pilot Ignacio
Nacho Lombo, 43, in the right-hand
seat.
Four engineers also were on board:
French Senior Flight Test Engineer JeanPhilippe Cottet, 43, who has responsibility
for the powerplants; French Senior Flight
Test Engineer Eric Isorce, 52, with responsibility for systems and performance;
French Senior Flight Test Engineer Didier
Ronceray, 54, with responsibility for the
handling qualities of the aircraft; and
former French Air Force Test Flight Engineer Grard Leskerpit, 50.
We have had a very successful first
flight the take-off performance was
impressive. We explored a lot of the
operational flight envelope, and it was a
delight to operate in such a well-designed
cockpit with its easy interface to all the
normal and military systems. Im sure our
customer pilots are really going to like it
we certainly did, Strongman said.
The six men in orange flight suits were
greeted by the crowd as they disembarked,
with King of Spain Juan Carlos Primero
and Spanish Minister of Defense Carmen
Chacon leading the converging throng of
applauding VIPs.
Airbus and Airbus Military have
drawn on their decades of technical
knowledge in building civil airliners to
produce the A400M, which is now considered one of the worlds most modern
airlifters. It is an aircraft capable of both
strategic and tactical operations that fits a
new slot between the smaller C-130J and
the larger, jet-powered C-17.
Despite being a true tactical aircraft
A400M MSN 001 aircraft takes off Dec. 11. The flight initiated a three-year test effort
in which five aircraft are to fly 3,700 hours before planned entry into service in 2013.
that can land on soft, rough and short

runways to deliver equipment close to the
troops, the A400M cruises at the same
altitudes as jets and at comparable speeds.
It also was designed from the outset as an
aerial refueling platform that can offload
kerosene to both fighters and helicopters
at their preferred speeds and altitudes.
A380 Inspired
The A400M features the same fly-by-wire
controls technology and sidestick controllers of Airbus civil airliner family and an
advanced Thales cockpit evolved from
that of the Airbus A380 superjumbo (Avionics, July 2008, page 10).
Avionic systems are based on an integrated modular avionics (IMA) architecture with networked computing modules
the first such application on a military
aircraft.
According to Thales, the IMA platform of the A400M has been adapted to
meet military requirements for resistance
to higher vibration levels, higher electromagnetic compatibility and a critical
lightning protection system.
Another first: the aircrafts Thales
Control Display System (CDS) is the first
application of interactive, re-configurable
screens on a military transport.
The CDS features eight 6-by-8-inch
LCD screens that are night-vision goggle
(NVG) compatible. There are two keyboard and cursor control units and two
www.avtoday.com/av
glareshield control panels (GCP). An

optional third crewmember station has
one LCD screen and three additional control panels.
A400M pilots will use head-up displays
as primary flight instruments, enhanced
by the look-down multifunction displays
and, on some models, by an Enhanced
Vision System. While HUD computers
for the A380 and A400M are identical, the
mechanical and optical elements on the
A400M HUD are customized for compatibility with NVGs and helmets.
Among other Thales equipment on the
A400M are the flight management system
computer; dual multi-mode receivers for
ILS, GPS, differential GPS and Microwave Landing System (MLS) navigation;
and a centralized Crypto Management
System that rationalizes the process of
loading and erasing cryptographic keys
for radios, the IFF, GPS and other equipment. Since the program was launched
in 2005, Thales said, an average of 300
employees per year have worked on developing A400M systems.
A total of 184 A400Ms had been
ordered by Belgium, France, Germany,
Luxembourg, Spain, Turkey, the United
Kingdom and Malaysia. South Africa
cancelled its order for eight aircraft one
month before the A400Ms first flight.
Other nations are interested, but all
were waiting until Airbus Military comes
up with a firm price tag for the airlifter
Photo courtesy Airbus Military
Airbus A400M: Major Avionics, Systems Suppliers
A400M: In flight but facing conflict over budget overruns
The following is a list of some of the avionics and systems suppliers

on the A400M compiled from various Internet sources, including
airframer.com, and supplier company information.
Aerolec (Thales/Goodrich): 400kVA electrical power generation
system
AMETEK Aerospace & Defense: Hydraulic system sensor package
Astronautics Corp. of America: Network server system
Astro-Med Inc.: Cockpit printers
Cobham: Passenger address system; communications antennas; refueling hose and drogue system
Diehl Aerospace: Integrated Modular Avionics (with Thales); Doors
and control and monitoring system
EADS Defence & Security: Digital map generator system, mission
management computer, Multi-color Infrared Alerting Sensors (with
www.avtoday.com/av
Thales), Directed Infra Red Counter-Measures equipment (with

Thales, Sagem, Diehl Aerospace)
Esterline Technologies: Temperature and pressure sensors; fluid
and motion control components
GE Aviation: Concentrator/multiplexer video unit; cockpit video
displays
Goodrich Corp.: SmartProbe air data computers
Hispano Suiza: Electrical wiring harnesses for TP400-D6 engine
Honeywell: IntuVue weather radar
HR Smith: Communications antennas
Indra Sistemas: Radar Receivers: radar warning receiver.
Labinal: Nose fuselage and cockpit electrical harnesses, engine
wiring; avionics racks and relay boxes
Latecoere: Wire harnesses
Latelec: Avionics racks and bays.
Rhode & Schwarz: Radio communications equipment
Rockwell Collins: Avionics Full Duplex Switched Ethernet (AFDX),
avionics communications router, direction finder.
Sagem Defense: Aircraft condition monitoring system, Air Data
Inertial Reference Unit.
Sirio Panel: Integrated control panel system, lighting management
units; aircraft interior lighting systems.
Thales: Flight management system, control and display system,
Integrated Modular Avionics (with Diehl Aerospace), Enhanced Vision
System, TACAN
Turkish Aerospace Industries: Aircraft interior lighting systems
Weston Aerospace: TP400M sensor suite
Airbus Military CEO Domingo Urea-Raso, a former CASA engineer appointed to the
job in February 2009, celebrates the first flight of the A400M Dec. 11 in Seville, Spain.
billion (roughly $28 billion) procurement.

somewhere around 150 million (about
At this writing, Airbus and countries
$210.3 million). Sharing of the programs
that have ordered the A400M were nearextra costs was being negotiated by the
ing an arrangement to cover the billions in
manufacturer and the European partner
budget shortfalls (see page 29).
nations. At stake was how to split evenly
The first flight marked the beginning
between all, including Airbus, the added
of a three-year test campaign that will
7 billion (about $9.5 billion) coming on
top
of a program, about a third more than see some 3,700 hours of flying logged
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Aircraft MSN 007 will be the first
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aircraft was expected to receive both civil
certification by the European Aviation
Safety Agency (EASA) and military certification and qualification.
Despite being more than three years
late, according to the initial program
schedule, the A400M has now become
a reality a symbol of what European
countries can achieve when they gather
around a common aim.
Often maligned or reviled during these
past years on account of its tardiness and
repeated rescheduling, not to mention
ever rising costs, the program appears to
be back on track, as all systems monitored
during the first test flights worked as
expected. By early January, the A400M
had completed its first 10 flight-test hours.
The third flight was a two-hour,
25-minute sortie from Seville on Jan. 7,
during which the test crew concentrated
on exploring flight in different aircraft
configurations.
Meanwhile, French test pilot Michel
Gagneux became the third pilot to fly the
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aircraft, supporting Lombo, the acting

co-pilot. Airbus Spanish head of flight
operations Fernando Alonso also flew on
the aircraft for the first time.
Overall, the first prototype aircraft is
expected to fly for some 1,200 hours during
the test program, which hopefully will lead
to first delivery of the type in late 2012.
Airbus Military was about to double
its efforts in 2010 by adding two more
aircraft to the trial run. Aircraft MSN 002
was due to fly in March with MSN 003,
at this writing in final assembly stage, to

follow by mid-year, said Domingo UreaRaso, Airbus Military CEO.
Civil Certification
The decision to add a civil certification to
the A400M at the request of the OCCAR multinational European Common
Defence Procurement Agency in 2005 created another hurdle for the program. Of
the 3,700-hour flight test campaign, 2,300
hours will be devoted to the civil ticket.
www.avtoday.com/av
As the aircraft type certification will

be both civil and military, the double certification adds a thick layer of complexity
and much red tape to the flight test program, said Urea-Raso, addressing the
press in Seville. This explains why three
full years shall be necessary at least to
reach the delivery target of the first series
A400M [MSN 007 for the French air
force] at the turn of 2012.
Initial operating clearance for the
A400M is expected to take place at the
end of 2011 after 2,800 flight test hours,
but air trials will continue until a total of
3,700 hours is logged by the five-prototype fleet.
The final testing target is set for the
end of 2012, just about the time of the
formal handover of the first true series
A400M is made in December 2012 or
January 2013.
The flight-test allocation per aircraft is
set as follows:
MSN 001 will be dedicated to flight
envelope clearance, loads, flight controls,
handling qualities, development of the
braking system and general aircraft systems development. (Airbus Military said
Jan. 20 that the aircraft would spend three
to four weeks in the hangar undergoing
modifications in light of the test data
and experience so far, with return to
flight in the second half of February.);
MSN 002 will concentrate on the
TP400D-6 powerplants and propeller
development, defensive aids and military
systems development;
MSN 003 will be dedicated to autoflight and related systems development as
well as route proving;
MSN 004 will be used mainly for
cargo hold systems development and full
military systems testing and development;
MSN 006, finally, will focus on EMI
compatibility testing, cargo development,
operational demonstrations and environmental trials. This fifth aircraft is thought
to be the one due to test and tune the addon removable air-to-air 900 series Cobham refueling package and wing pods,
the same as used on the Airbus A330-200
MRTT.
The current test program is fully
shared between the French and the Spanish divisions of Airbus Military. Aircraft
MSN 001, 003 and 006 are earmarked for
testing in Toulouse, while aircraft MSN
002 and 004 shall remain in Spain.
The French are responsible for 2,400
hours of flight testing and the Spanish
1,970, which constitutes an aggregate of
4,370 hours of air trials considered neces-
Seven European nations behind the

A400M at this writing had submitted a
joint funding proposal to Airbus parent
company European Aeronautic Defense &
Space Co. to help keep the program afloat.
Junior ministers of Germany, France,
Britain, Spain, Belgium, Luxembourg and
Turkey submitted the proposal Feb. 15,
Agence France-Presse (AFP) reported,
citing a German defense ministry spokesman. The state secretaries worked
to adopt a joint position on funding the
project, the spokesman stated. The
countries confirm their binding intention
to continue to support the project.
An EADS spokesman said the company
had received the offer sent to CEO Louis
Gallois and would answer in due time,
according to press reports.
Facing pressure from auditors and
credit rating agencies to close its 2009
financial results, EADS threatened to
abandon the A400M unless buyer nations
upped their contribution to an estimated
7 billion ($9.5 billion) cost overrun.
EADS had offered to absorb 3.2 billion
of the overrun. Press reports describing
the joint funding proposal said customer
nations offered to cover 2 billion with
another 1.5 billion in credit guarantees.
The program to deliver 180 aircraft is
more than three years behind schedule.
Some 10,000 jobs were at stake.
Defense ministers from the seven
nations convened to discuss the program
Feb. 4 in Istanbul, according to our correspondent Jean-Michel Guhl.
In highly diplomatic terms, they unanimously confirmed their will to support the
A400M project, seen as the cornerstone
of the European Safety and Defense Policy
and a key aircraft for providing Europe
with an independent strategic airlift capacity, Guhl reported. The ministers paid
tribute to the prototypes successful first
flight of Dec. 11. They assessed noticeable
progress achieved during the discussions
with EADS, all the while stressing the
overriding efforts made by the partner
nations vis--vis the prime contractor in
agreeing with further delivery delays and
shifting calendar planning.
The ministers also acknowledged the
significant work made by EADS, albeit
emphasizing that the manufacturer must
assume its responsibilities in this program
and meet its earlier commitments in view
of the latest financial conditions made by
the seven partner nations. The ministers
also called for a rapid termination of all
discussions, hoping that a final settlement
would be made soon enough.
sary to complete the A400M.

Responsibility for testing the in-flight
refueling system will be vested in the
French controlled MSN 001 and 006 prototypes. All aircraft have or were due to
have the long, unicorn-like rigid receiver
refueling probe fitted over the cockpit,
offset to the left.
However, only aircraft MSN 001 and
006 alternatively will be equipped with
the Cobham refueling transfer hose and
drogue system, with specific removable
kerosene tanks in the cargo hold.

Due to its long experience in flight
refueling operations using the C-160
Transall and the C-135FR Stratotanker,
the French Air Force was judged appropriate to give the Airbus Toulouse test
crew full authority over this part of the
program.
Britain, France and Malaysia thus far
are the only A400M customer nations
known to have required the A400M as a
tactical tanker aircraft.
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Right on Target
6/10/09 12:33:50
product focus
EFBs
Demonstrations involving electronic flight bags (EFB) and the potential

of wider ADS-B application in the cockpit are renewing interest in EFBs
By Barry Rosenberg
Photo courtesy Goodrich Corp.
anufacturers of electronic
flight bags (EFB) are seeing demand beginning to
grow again for their hardware solutions, as the FAA
and a number of airlines and other operators participate in various demonstrations
designed to further the introduction of
NextGen capabilities.
At the same time, application software
providers are developing rich content to
provide enhanced situational awareness
on the ground and access to documentation on the flight deck.
FAAs participation in two demonstrations in particular the funding of
seven airlines to install Class 2 EFBs with
airport moving map (AMM) displays
and runway alerting, and support of the
airport Surface Indications and Alerts
(SURFIA) program involving US Airways, ACSS, Goodrich and Honeywell
signal to the industry that the killer app
it has been waiting for is on the horizon.
(For more on SURFIA and surface management, see page 20.)
The Jeppesen technical standard
order for an airport moving map on Class
2 devices (in 2008) showed a willingness
to embrace the technology, and it was
that embrace that led to the FAA blessing
the Capstone (demonstration) initiative,
said Ken Crowhurst, executive vice president with navAero Inc., of Chicago. The
fact that the FAA is anteing up money to
us is a tremendous forward step for the
technology.
In addition, FAAs involvement in
these EFB projects leaves open the possibility that one day the agency might
approve the use of enroute Automatic
Dependent Surveillance-Broadcast
(ADS-B) information on Class 2 hardware. That capability is presently limited
to Class 3 devices.
Since the FAA has authorized AMM
on Class 2 technology, were hoping they
SmartDisplay Class 3 EFB system from Goodrich Corp. is shown displaying the ACSS
SafeRoute Surface Area Movement Management application, which presents aircraft
targets based on Automatic Dependent Surveillance-Broadcast (ADS-B) reporting.
will embrace some forward thinking

about the use of enroute ADS-B data on
a Class 2 platform, said Crowhurst.
Goodrich Corp., based in Charlotte,
N.C., is thinking along the same lines,
and envisions an important role for EFBs
in NextGen, the Next Generation Air
Transportation System.
Where do you put that ADS-B data?
asked Jim Schmitz, EFB business develwww.avtoday.com/av
opment manager with Goodrich. To

upgrade primary flight displays is very
expensive. EFBs can play a role in getting
that information in the cockpit.
Boeings recent entre into the world
of Class 2 EFBs is considered an important step forward in bringing additional
functionality to the systems.
Boeing is calling it Class 3 light
because it is a permanent installation like
Photo courtesy Teledyne Controls
Class 3 EFBs would be, said Loring MacKenzie, senior product

marketing manager with Esterline CMC Electronics, which is
providing its 10.4-inch, CMA-1410 Class 2 EFB to Boeing for
all 737NG aircraft.
CMC Electronics, based in Montreal, expects the first proof
of concept installations on new production aircraft will begin
in June. The company also is working on a supplemental type
certificate for retrofit applications, which should be ready in the
fall, MacKenzie said.
Such thinking likely was part of the side discussions held at
two recent EFB User Group meetings sponsored by ARINC,
one on Dec. 8, the other Jan. 11. The meetings were co-chaired
by Southwest Airlines and Lufthansa.
The purpose of the meetings was to bring together airlines,
EFB manufacturers and software application providers to discuss lessons learned and share data related to the business case
and return on investment of the technology.
According to the agenda, Airbus had five issues it wanted to
discuss: (1) EFBs and communication via ACARS; (2) security/
safety issues and solutions for EFBs; (3) use of LogBook on
EFBs and an understanding on data workflow; (4) other EFB
applications such as cockpit door surveillance; and (5) EFB
ground segment expectations.
Thales wanted to know which processes drive the purchase
of EFBs for airlines, how ROI is calculated, what is the right
level of integration with the airline IT system and who is going
to do it, and the most critical components in terms of integration board, communication, IT, hardware or software.
Class 3 EFB system from Teledyne Controls consists of two

12.1-inch XVGA color displays and central processing unit
Photo courtesy Jeppesen
'If ever airlines wanted to improve their

efficiencies, thats where EFBs come in.'
Marc Szepan, Lufthansa Systems
Jeppesen is introducing Flitedeck-Pro moving map application

to depict airport surface and taxi clearance visuals on EFBs
Photo courtesy navAero
Air Frances top three areas of interest were connectivity and

onboard/ground synchronization; EFB policies, procedures and
training processes; and the use case/business case for Class 2 EFBs.
The EFB Users Forum was scheduled to meet again April 11.
Last year was the year that own-ship position on an airport
moving map, displayed on a Class 2 EFB, became a reality, with
Continental Airlines installing the navAero tBag C2 EFB loaded with Jeppesens AMM application. As of this writing, about
50 of the airlines Boeing 757s had received the installation, with
767s and 737s scheduled next.
Anecdotally, the system is performing well, according to
Scott Powell, Jeppesen manager of cockpit solutions. Powell
mentioned one incident, for example, where a Continental plane
was trailing a truck on a snow-covered airport surface when it
appeared that the truck drove past a turn the AMM indicated
should have been taken.
The flight crew stopped the airplane and called ground control, said Powell. Turns out that the truck missed the turn, and
if they had followed the truck they would have gone into a dead
end and needed to be towed back. The AMM prompted them to
stop, ask questions and evaluate before proceeding.
Jeppesen this month will introduce new iterations of its
AMM the Flitedeck-Pro and Flitedeck-Military. Rick Ellerbrock, a strategist with Jeppesen, said the second-generation
AMM software was three years in development.
The two products are virtually the same, except for some
NavAero tBag C22 EFB, mounted here in an Airbus A320,

received EASA STC for the Airbus A318/319/320/321 line
www.avtoday.com/av
specific military functionality, such as air

refueling or tactical situational awareness
in the theater of operation.
One of the key functions of the new
software is the ability for pilots to use a
finger to highlight certain sections, then
electronically transfer the displayed image
between the pilots and co-pilots EFBs.
The crew member doing the highlighting uses his finger right on the map,
explained Ellerbrock. You can erase
things that didnt work, zoom in or out,
and the highlighting stays on the display

when you send it to the other crewmember. We see that as something completely
novel and intuitive for cockpit use.
With Flitedeck-Pro and -Military,
75 percent of all the data needed by the
flight crew can be accessed with one click,
according to Jeppesen. No more than
two clicks will be necessary to access all
Jeppesen data on the EFB, Powell said.
EFB hardware manufacturers regularly make the point that their systems are
Photo courtesy Lufthansa Systems
Economic Benefits Renew Focus on EFBs
Lufthansa Systems Lido/eRouteManual electronic navigation charts display

approach, takeoff, terminal and route charts information on all EFB classes.
The operational and financial benefits of electronic flight bags are attracting the attention
of smaller carriers, according to Lufthansa Systems of Kelsterbach, Germany, a provider of
software and data products for all classes of EFB systems.
In recent months, the Lufthansa Group subsidiary has announced agreements for its Lido/
FlightBag EFB system with several smaller airlines. Applications for the system include data
management, document viewer, navigation charts, take-off data and flight operations manuals. In late January, Singapore Airlines calculated the route of a flight from Los Angeles to
Singapore via Tokyo under the Asia Pacific Initiative to Reduce Emissions (ASPIRE) using the
FreeFlight route-optimization application of Lido.
Among the new contracts, German carrier Condor will use Lido/Route Manual charts; and
TUI Travel airlines Arkefly, Jet4you and Jetairfly will use Lido/RouteManual and Flight Management System data. Danish airline Cimber Sterling selected Lido/RouteManual and Lido/TakeOff
for take-off performance analysis; and Croatia Airlines will use Lido/Flight Bag.
If you look at the size of Croatia Airlines fleet theyre operating 12 aircraft [it] is an
erroneous impression that EFBs are something for the big players in the industry. That is pretty
much proven wrong, declared Marc Szepan, Lufthansa Systems senior vice president of
Airline Operations Solutions. Even an airline the size of Croatia Airlines can see a lot of value, a
lot of cost savings derived from an EFB.
Lufthansa Systems estimates fleetwide installation of an EFB system can save a major international network carrier about $4.3 million per year. The company said various components of
its system are flying on about 500 aircraft worldwide.
What were seeing now as economic and financial pressures in industry are continuing
[is that] airlines have already exhausted the obvious, short-term savings potential. So if ever
airlines wanted to further improve their cost structure, and wanted to improve their efficiencies,
youve got to focus on the intelligent use of technology to increase productivity. Thats where
EFBs come in, Szepan said.
Overall, he said, airlines big and small are opting for Class 2 or modified Class 2 devices in
order to gain the benefits of an EFB without the implementation and total lifecycle costs that
come with a Class 3 system integrated with the cockpit avionics. Emily Feliz
www.avtoday.com/av
application agnostic, and that they will

be able to run applications from a variety
of providers like Jeppesen and Dublin,
Ireland-based Aircraft Management
Technologies (AMT).
Were talking to no less than 60 application providers in various fields of focus.
There is a far wider range and choice of
applications out now, said CMC Electronics MacKenzie.
Just as the thousands of apps available
for the Apple iPhone helped to make that
device viable from a business standpoint,
EFB hardware manufacturers expect that
applications will help to make the business case for their products.
The ease of uploading those applications to the EFB will also play an
important role in the future success of the
technology. The key there is having the
ability to leverage available network infrastructure to transmit data and updates
directly to aircraft, rather than using
more expensive aviation infrastructure
like the ACARS system. That will go a
long way toward making the business
case for EFBs within the circle of airline
chief financial officers, according to
AMT CEO Joe McGoldrick.
What weve had until now has been
the sending and receiving of discrete messages, McGoldrick said. Getting data
onto the aircraft with ACARS is restricted because it doesnt handle graphics and
rich binary content, compression is inefficient and it is expensive to get data on
and off the aircraft.
Were beginning to leverage 3G and
cellular networks operating on GSM or
CDMA to provide data connectivity to
the aircraft, and to make sure whats on
the aircraft is up to date. Having the communications infrastructure is the driver
for that. The customers we deal with have
that communications infrastructure, but
only a minority of EFBs has that connectivity built in. The bottleneck is in
transferring the data and in supporting
different communications networks, not
in the displaying of data, he said.
There also is concern that EFB hardware operating systems wont be able to
keep up with all the applications being
developed for them.
Operators want to have assurance
that if we put ADS-B capabilities on the
hardware that it will run without issues,
said navAero's Crowhurst. As we layer
software on top of the hardware we want
to be able to process the data without
crashing (the system).
Continued on page 34
Market Moves
Following are recent developments announced by manufacturers
of electronic flight bag hardware and software products.
Esterline CMC
Electronics made several announcements
in 2009 related to its
Class 2 PilotView EFB.
On Nov. 2, CMC said
Boeing had selected
its 10.4-inch EFB for
Next-Generation 737s.
Photo courtesy CMC Electronics
In October, CMC
CMC Electronics PilotView EFB
said PilotView was
certified by the European Aviation Safety Agency (EASA) for
ATR regional turboprops. ATR selected PilotView as a standard option for new aircraft and retrofit of in-service ATR-42s
and ATR-72s. Also, EASA certified PilotView for the Dassault
Falcon 7X. PilotView is a standard option for the Falcon 7X,
2000DX, 2000LX, 900DX, 900EX and 900LX series.
ASG Inc., based in Miami, is in the final stages of the patent
approval process for its Constant Friction Mount Class 2 EFB
mounting system. ASG said the systems 360 rotation and
low profile make it an ideal mount for air transport operators.
Armand Wong, ASG president, told Avionics he expects the
patent process to be completed in 2010.
ASG owns supplemental type certificates for installation of
EFB mounts on various aircraft, including Airbus 319/320/321,
DC-10, MD-11, Boeing 727, 737, 747, 757 and 767, and from
various EFB hardware manufacturers, including navAero and
DAC International. Wong said the company is working on
amending STCs for the Airbus 320 and Boeing 737 to include
Astronautics Corporation of Americas EFB. About 250 of the
companys EFB shipsets are installed in aircraft.
We have quite a few STCs, Wong noted. We probably
hold the most STCs on the air transport side of any engineering
house. I think were going to continue to build on that in 2010.
Aircraft Management Technologies (AMT) in December
announced a contract with cargo carrier Atlas Air to deploy
AMTs Flightman suite of EFB applications on its fleet of
Boeing 747-400 freighters. The system will be integrated with
Jeppesen's Airport Moving Map application and incorporate
eJourney log, large content manager and eForms applications.
NavAero, based in Chicago, in January said its tBag C22
EFB received an EASA supplemental type certificate for the
Airbus A318/319/320/321 narrowbody line. The system consists
of cross-connected dual tBag C22 EFBs, tPad series displays
and UMTS/HSDPA 3G cellular modem for on-ground data
transfer, WiFi, and ARINC 429 connectivity.
NavAero in November 2009 signed an agreement with
Latin American airline GOL Linhas Areas Inteligentes S.A.
to install its tBag C22 EFB on the airlines fleet of B737NGs.
NavAero will deploy its EFB hardware in conjunction with an
ACARS-though-Iridium communications system being provided by Avionica, of Miami.
Astronautics Corporation of America, of Milwaukee, and
ACSS in October received FAA technical standard order
authorization for a new release of their Universal Cockpit
Display of Traffic Information (CDTI) software. The software
is designed for operation in Astronautics EFB as well as in
the EFBs of other suppliers. The U-CDTI enables

the display of a moving map
of the airport surface with
own-ship position on a Class
2 EFB. When coupled with
ACSSs SafeRoute Surface
Area Movement Management
application, the U-CDTI will
also display the position of
other traffic operating on the
airport grounds, the companies said.
Astronautics started partU-CDTI on Astronautics EFB
nering with ACSS to develop
CDTI software for cargo carrier UPS in 2006.
Boeing on Dec. 9 said China Cargo Airlines will incorporate
its Class 3 EFB system in the airlines 777 freighters. The Boeing EFB, supplied by Astronautics Corp. of America, incorporates Onboard Performance Tool (OPT) and Electronic Document Browser (EDB) applications. OPT provides pilots with
ideal speeds and engine settings in any weather, on any runway,
with any payload, Boeing said. The EDB module allows instant
access to the latest information, replacing paper documents and
minimizing the need for manual updating and revision.
Navtech, based in Waterloo, Ontario, Canada, on Jan. 4
announced an agreement with Norwegian Air Shuttle for
its Class 1 and 2 EFB software on the airlines Boeing 737s.
Navtech will supply its Aircraft Performance and Mass & Balance products, eCharts, Seamless Electronic Navigation Chart
and FMS Navigation
Photo courtesy DAC International
Data products.
Greenwich AeroGroup, of Connecticut, in June acquired
the assets of Banner
Aerospace Holding
and its aviation subDAC Class 3 GEN-X EFB
sidiaries from The
Fairchild Corp. DAC International, of Austin, Texas, is a subsidiary of Banner Aerospace. Greenwich AeroGroup provides
general aviation services including maintenance and avionics;
FBOs; aircraft sales, charter and management; interior refurbishment; engineering; and parts distribution.
In May 2009, Shuttle America selected DAC Internationals
GEN-X Class 3 EFB system for its fleet of EMB170s and
EMB175s. DAC said the system is PMAd as a Class 3 EFB, but
installations can be accomplished under the operators choice
of either a Class 2 or Class 3 STC.
Arconics, based in Dublin, said Irish carrier Aer Lingus has
deployed its AirPortal Web portal, which enables communications and delivers manuals to flight, cabin and ground operations personnel. Arconics said the system will provide a single
point of access for Aer Lingus staff to the range of information
required to support operations.
The IMS Company, based in Brea, Calif., in April 2009
acquired Flight Deck Resources. Flight Deck is now known as
IMS Flight Deck and has joined IMS Entertainment and IMS
Engineering as a division within The IMS Company.
Photo courtesy Astronautics
www.avtoday.com/av
Another limiting factor for EFB technology is the use of lithium ion batteries
for backup power on the devices, which
is something FAA is concerned about
because of the risk of fire or explosion.
The FAA has some ambitious plans,
which have been idled because of regulatory issues related to lithium ion batteries, said Crowhurst.
Im sure the airlines and EFB manufacturers are frustrated because there is
no clear definition from the FAA on this
issue.
Crowhurst added that the problem
could be overcome by using nickelmetal hydride batteries instead. He said
navAero already has eliminated Li-ion
batteries in favor of NiMH, and it is
expected other hardware manufacturers

will do the same over time.
Avionics Magazines 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.
Companies
Air Gator ........................................................ www.airgator.com
Airbus ............................................................. www.airbus.com
Aircraft Management Technologies (AMT) ......www.flightman.com
Arconics Aviation .............................. www.arconicsaviation.com
ARINC ............................................................... www.arinc.com
ASG Inc. .......................................................... www.asginc.net
Astronautics Corp. of America ................. www.astronautics.com
Boeing ...........................................................www.boeing.com
DAC International ............................................. www.dacint.com
Carlisle Interconnect/ECS ............................ www.ecsdirect.com
Emteq .............................................................www.emteq.com
Esterline CMC Electronics ..................... www.cmcelectronics.us
Evoke Systems .................................. www.evoke-systems.com
Exalit Ltd. .............................................................www.exalit.ch
Global Airworks ........................................ www.airworksinc.com
Goodrich ..................................................... www.goodrich.com
Honeywell ................................................. www.honeywell.com

IMS Flight Deck .......................................... www.flightdeck.aero
Innovative Solutions & Support ...............www.innovative-ss.com
Jeppesen ................................................... www.jeppesen.com
L-3 Communications ......................................www.l-3com.com
Lufthansa Systems .................................... www.lhsystems.com
navAero ....................................................... www.navaero.com
Navtech ....................................................... www.navtech.aero
On-Board Data Systems ................................... www.obds.com
Ramco ................................................http://ramcoaviation.com
Rockwell Collins ...................................www.rockwellcollins.com
SAT-WAY SA .................................................www.sat-way.com
Skyjob ...........................................................www.skyjob.co.uk
Teledyne Controls ........................... www.teledyne-controls.com
Universal Avionics Systems Corp. .......................www.uasc.com
ADVERTISING
SALES REPS
Kevin Reinhart
Western U.S. & Canada
T: 972-713-6494
F: 972-767-3762
Cell: 972-342-7861
E-mail: kreinhart@accessintel.com
Joe Milroy
Eastern U.S. & Canada
T: 215-598-0933
F: 215-598-8048
Cell: 215-439-0394
E-mail: jmilroy@accessintel.com
James McAuley
International
T: +34 952 118018

F: +34 952 118018
Cell: +44 7973 679719
E-mail: jmcauley@accessintel.com
www.avtoday.com/av
2009 Goodrich Corporation. All rights reserved. Chart is copyright Jeppesen Sanderson, Inc.
It is shown for illustration purposes only and not to be used for navigation.
NEED A DIRECT FLIGHT TO

A PAPERLESS COCKPIT?
WERE RIGHT ALONGSIDE.
Were on it.
Start with the EFB...include a high-resolution aerospace-grade display

and a high-speed processor...have it ready to support both current
and future technologiessupport it with full 24/7/365 technical
services...and what have you got?
The Goodrich Cockpit Data Management Solutionsa turn-key,
integrated EFB package of hardware, software, and support services
that allows flight crews and flight ops to perform critical ground
and in-flight data management tasks faster and more efficiently.
SmartDisplay EFB, configured as Class 2 or 3 platform
Seamless wireless network and software compatibility
Upgradable for future technologies, such as the FAAs

NextGen air transportation system, including ADS-B
Contact us at sis@goodrich.com for more information.
right attitude/right approach/right alongside

www.goodrich.com
www.avtoday.com/av
new
newproducts
products
Multifunction PCI Card
North Atlantic Industries (NAI), of
Bohemia, N.Y., introduced a Multifunction PCI card. The 76CS3 is suited
for automatic test equipment used in
the aerospace, defense, industrial and
automotive industries, NAI said.
The 76CS3 is a single slot card that
can be configured for six separate D/S
channels at 1.5/2.2 VA, three separate
D/S channels at 3.0 VA, or D/S in combination with A/D, D/A, Discrete I/O,
TTL I/O, RTD, LVDT/RVDT, S/D or
R/D. In addition, it is available with operating temperature ranges of 0C to +70C
and -40C to +85C. For more information on this product, visit www.naii.com.
Mode S Transponder
Trig Avionics, of Edinburgh, Scotland,
added a Mode S transponder to its line
of products.
The new TT22 is based on the TT21
Mode S transponder, with the addition
of a higher transmitted output power.
The TT22 qualifies as a Class 1 tran-
sponder to be used on high performance

aircraft those cruising faster than 175
knots and operating above 15,000 feet.
The TT22 has EASA ETSO and FAA
TSO approval for IFR and VFR flight.
It weighs about a pound, and consists of
a front panel controller with a separate
transponder block. An altitude encoder
is built into the
controller.
Visit www.trigavionics.com.
EFB III & EFB APPLICATIONS
Maximize Flight Deck Efficiency with

Teledynes Electronic Flight Bag Solutions
True avionics quality equipment
Comprehensive suite of applications
to streamline processes
Intuitive for easy use

Network integration connectivity
+1 310 765 3600 www.teledynecontrols.com
www.avtoday.com/av
Hard Disk
EMS Formation
released a new version of its ToughDisk 3500 SATA
(TD3500 SATA)
Rugged Hard Disk,
expanding the
storage capacity
from 640 GB to 1
TB and improving
performance. The
device is targeted
for applications in
in-flight Internet,
in-flight video on
demand and military surveillance,
the company said.
The TD3500
can be used as a
drop-in COTS
replacement of
conventional
3.5-inch low-profile
drives. It can be
used with high-end
SAS controllers as well as with any of

the embedded SATA ports. Its internal
independent disks doubles the medial
transfer rate normally available from rugged disks, the company said.
Visit www.emsformation.com.
High-Speed Internet
Aircell introduced the ATG 5000 High
Speed Internet unit for business aviation.
The High Speed Internet package
includes an ATG 5000 High Speed Internet line replaceable unit (11 pounds);
two belly-mounted blade antennas (1.25
pounds each); and an optional cabin telecommunications router (4 pounds).
Visit www.aircell.com.
Helicopter Autopilot
HeliSAS, a two-axis helicopter stability
augmentation and autopilot system from
Cobham, received FAA supplemental
type certification for the Robinson R44.
Cobham, of Mineral Wells, Texas, said
it is working on other STCs for the Bell
206, Bell 407, Eurocopter AS350 and U.S.
Navy TH-57 helicopters.
The HeliSAS is a two-axis attitude
hold, attitude command, flight control
system. It has two basic functions a
stability augmentation system to aid with
aircraft stability and autopilot outer loop
control modes for altitude hold, heading
select and navigation sensor coupling.
Visit www.cobham.com.
Cockpit Upgrade
Marinvent Corp., of Saint-Bruno, Quebec, upgraded its Piper Super Cheyenne
with dual EFI-890R flat-panel displays,
Vision-1 Synthetic Vision System and
Terrain Awareness and Warning System
from Universal Avionics. The upgrade
included an Attitude Heading Reference
System, air data system, weather radar
and traffic collision avoidance system.
The integration was completed by Kitchener Aero Avionics, of Breslau, Ontario.
Visit www.uasc.com.
Transponder TSO
Becker Avionics received FAA technical
standard order (TSO) authorization of
its BXP6403 Mode S Transponder Class
I and II series.
The BXP6403, a single block Mode S
transponder, is compatible with existing
Mode A/C systems with the addition of
a datalink. It is equipped with extended
squitter and SI code functions and provides an interface to the central aircraft
data system. The transponder provides
for Automatic Dependent SurveillanceBroadcast (ADS-B) via extended squitter.
Visit www.beckerUSA.com.
CANbus Interface
AIM-USA introduced the AMC825, a

CANbus Interface Product designed for
ARINC 825 applications.
The AMC825, which supports up to
4 CANbus ports, can work as either a
CAN node for testing and simulation or
in listening only mode for the monitoring and recording of avionics CANbus
applications, the company said.
The four concurrently running CANbus ports are electrically isolated. The
AMC825 also includes an IRIG-B time
decoder that allows users to synchronize
single or multiple modules to a common
time source.
Visit www.aimusa-online.com.
TCAS AML-STC
Garmin, of Olathe, Kan., was granted
FAA an approved model list supplemental
type certificate (AML-STC) for its traffic
alerting system (TAS) and TCAS I traffic
systems the GTS 800, GTS 820 and
GTS 850. The initial AML-STC includes
about 580 different aircraft makes and
models, according to Garmin.
The GTS 800 series combines active
and passive surveillance data to identify
traffic threats. It correlates Automatic
Dependent Surveillance-Broadcast with
radar targets to provide an accurate picture of the sky.
The GTS 800 offers 40 watts of transmit power and a range of up to 12 nautical miles. The GTS 820 delivers 250 watts
of transmit power and up to 40 nautical
miles of interrogation range.
The GTS 850 satisfies TCAS I collision
avoidance criteria for turboprops and jets.
Visit www.garmin.com.
Phased-Array Antenna
King Aerospace, of Addison, Texas, has
developed an advanced phased array
antenna for airborne applications.
The company said it developed, certified and installed the new antenna on a
U.S. Air Force E-9A twin turboprop surveillance and telemetry data relay aircraft.
Using digital beam forming telemetry
technology, the antenna can double the
number of targets it can acquire and
track up to 10 spatially separated targets

travelling at high speed.
Visit www.kingaerospace.com.
Databus Package
National Hybrid Inc. (NHI), Ronkonkoma, N.Y. , and Pulse Engineering of

San Diego, jointly developed the Bus+
(pronounced Bus Plus), a Mil-Std-1553
data bus that combines a transceiver and
transformer into a single package.
Bus+ is designed for avionics and
defense applications requiring components that are high density and highly
reliable, yet compact and low power, the
companies said.
Bus+ operates with a +5 VDD or +3.3
VDD power supply, +/-5 percent. It measures 0.4-inch by 0.4-inch by 0.185-inch,
and is available with an industrial operating temperature range from -40C to
+85C or a military operating temperature range of -55C to +125C.
Visit www.nationalhybrid.com.
Much More Than Just

a Display for Charts
PilotView Class 2 Electronic Flight Bag Family
s#OMPACTINTEGRATEDDISPLAYPROCESSOR
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SUPERIORREADABILITY
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10.4
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Chart Jeppesen Sanderson, Inc. 2008. Chart is for
illustration purposes and not to be used for navigation.
www.avtoday.com/av
aviationtoday.com
by John Persinos
A Flock of Dodos
T
As many OEMs
and carriers
sadly learn,
improvements in
avionics
capabilities can
render older
aircraft as dead
as the dodo.
odays new air traffic control mandates

are exerting a domino effect throughout
the aviation industry. This revolution in
the cockpit extends beyond pilots, passengers and operational procedures to exert a
powerful influence on aircraft values. As many
OEMs and carriers sadly learn, improvements in
avionics capabilities can render older aircraft as
dead as the dodo.
If youre trying to divine the direction of
aircraft values, theres no better oracle to consult
than Paul Leighton, editor-in-chief of Aircraft
Value News, a sister publication of Avionics Magazine. I recently spoke with Paul and asked him a
gamut of questions, many of them pertaining to
trends in avionics and the global airspace.
Pauls newsletter is among the family of publications that are produced under the Aviation
Today umbrella. To subscribe to Aircraft Value
News, click the Subscribe link in the left-hand
navigation bar on the home page of AviationToday.com; call 888-707-5812; or e-mail clientservices@accessintel.com.
In the meantime, you can benefit from Pauls
insights by reading this excerpt of my discussion
with him.
Persinos: Equipping for Automatic Dependent Surveillance-Broadcast (ADS-B) in European airspace will be mandatory starting in 2015
five years earlier than in the United States
under the European Commissions Surveillance
Performance and Interoperability Implementing
Rule. The final rule is expected in late 2010. How
does this mandate affect aircraft values?
Leighton: One of the major concerns surrounding values of older equipment is the
introduction of these new air-traffic control
requirements. France, Germany and the United
Kingdom are mandating the carriage and operation of Enhanced Mode S equipment. Switzerland and the Eurocontrol region of Maastricht,
encompassing Benelux, are also pursuing a similar mandate.
Enhanced Mode S provides for the transmission of aircraft parameters know as Downlink
Airborne Parameters (DAP). DAPs provide air
traffic control with information on not only the
identity and altitude of aircraft but also their
www.avtoday.com/av
heading, speed and selected flight level. Aircraft

currently in production and those featuring
digital avionics are able to achieve compliance.
However, those aircraft featuring analog systems
will be more difficult to equip and the outlook is
far from certain.
Older aircraft will not be permitted to travel
within an area encompassing most of France,
Benelux, Germany, Switzerland and the United
Kingdom unless the avionics are upgraded to
digital. Only a few companies are able to offer
the upgrade, which is likely to be a costly affair.
This requirement may effectively eliminate a
number of aircraft types from flying into Northwestern Europe either en route or as a final destination point. The implementation of Enhanced
Mode S is likely to affect a wider area of Europe
as the years go by. Because not all of the U.K.
and France are affected by the requirements,
it may be possible for some airports to remain
open to noncompliant aircraft.
Persinos: When it comes to aircraft values and
overall demand for aircraft, how important is the
issue of replacing older aircraft?
Leighton: The replacement issue is crucial.
There will be this emphasis on newer aircraft
because the airlines have really gotten rid of all
their excess, surplus and costs over the last 10
years or so. Theyve really got nothing else to
target, except for lower fuel consumption and
operational efficiency.
There will be pressure on some of the early
aircraft types and were more likely to see that
with the likes of the early A320s, where they
dont have the avionics capable of meeting
demands going forward.
Consequently, OEMs will be looking at multimillion dollar avionics upgrades, and that wont
be practical for some aircraft that are already
20 years of age. It definitely will be a replacement issue, especially for those aircraft that are
decades old. Those are the aircraft types that will
be particularly vulnerable to this replacement
cycle.
John Persinos is publisher and editorial director
of AviationToday.com. He can be reached at
jpersinos@accessintel.com or 301-385-7211.
Bringing NextGen into Focus

April 6-7, 2010
Grand Hyatt Washington
Washington, DC
In January, the FAA released the 2010 version of its NextGen Implementation
Plan (NGIP), setting forth the agencys air transportation system
modernization plans for the next decade. The 2010 update of the NGIP
will show to what degree FAA has incorporated the recommendations
of RTCAs NextGen Mid-Term Implementation Task Force. The RTCA
Spring Symposium will take the first in-depth look at the FAAs NextGen
Implementation Plan.
At the RTCA Spring Symposium, youll experience sessions focused on:
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The RTCA Spring

Symposium takes place
during Washington D.C.s
annual Cherry Blossom
Festival. Youll experience
the nations capital
during one of its most
beautiful seasons with
the trees in full bloom!
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r "OE.PSF
REGISTER TODAY at www.RTCASpringSymposium.com with Discount Code: AVIONICS

to qualify for discounts on the RTCA Spring Symposium Pass.
Premiere Partner
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February 2010 Avionics Magazine 39
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March 2010

Joe Rosone, Vice President and Group Publisher

Photo courtesy Boeing

The FAA and industry teams work to

The belated first flight of the European

Avionics Magazine holds four Royal Aeronautical

also in this issue

Cover: Enhanced situational awareness of both aircraft and ground

March 2010 Avionics Magazine 3

vidence that the ground infrastructure

4 Avionics Magazine March 2010

shore oil industry in the Gulf of Mexico. Initial

Discover more paths to greater fuel efciency.

APRIL HIGHLIGHTS INCLUDE

With the rst generation of light-emitting diode

Western U.S. and Canada: Kevin Reinhart at 972-713-6494, kreinhart@accessintel.com

INTERNATIONAL sALEs, EuROPE/PAC RIM/AsIA

WEPPS is a truly revolutionary

they fit to existing battery

USA +1(305) 828 9811

Wireless Emergency Primary Power System

February 2010 Avionics Magazine 7

8 Avionics Magazine March 2010

NextGen Programs ($ in Thousands)

Facilities and Equipment (F&E)

Data Communications for Trajectory-Based Operations

Demonstrations and Infrastructure Development

NextGen System Development

NextGen Trajectory-Based Operations

NextGen Reduced Weather Impact

NextGen High Density Arrivals/Departures

NextGen Collaborative ATM

NextGen Flexible Terminals and Airports

NextGen Safety, Security and Environment

NextGen Networked Facilities

System-Wide Information Management

ADS-B NAS Wide Implementation Segment 1b

NAS Voice Switch

Collaborative ATM Technologies

NextGen Wake Turbulence

NextGen Air Ground Integration

NextGen Self Separation

NextGen Weather in the Cockpit

NextGen Environmental Research Aircraft Technologies, Fuels and Metrics

NextGen Environmental/Noise/Congestion Studies (5 EOY/FTE)

NextGen Staffing (ATO 75 FTE)

NextGen Alternative Fuels General Aviation

NextGen Environmental Performance (5 FTE)

FAA has proposed spending $1.143 billion on

Performance Based Navigation (ATO $15M; AVS $10M - 40 EOY/20 FTE)

$500,000 lower than the prior year, but contains

a series of recommendations Sept. 9 for achieving mid-term NextGen efficiencies.

March 2010 Avionics Magazine 9

Airbus RFID Order

Photo courtesy MAINtag

potentially life vests where theres not as

planned for 2016.

3 project will be to validate the safety of

surface detection equipment.

March 2010 Avionics Magazine 11

in Iraq and Afghanistan.

Safe from the start.

SmartRunway is an easy software upgrade to Honeywells.

12 Avionics Magazine March 2010