March 2010

Surface
Surveillance
NextGen • A400M • EFBs

www.avtoday.com/av
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 inside
March 2010 • Vol. 34, No. 3
magazine
Photo courtesy Boeing

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 product focus

Situation: At Last, EFBs . . . . . . . . . 30
Airport Surface . . .20 The A400 . . . . . . . . . . . . . . 24 Recent demonstrations and wider
The FAA and industry teams work to The belated first flight of the European application of Automatic Dependent
accelerate a standard for airport surface airlifter in December initiated a three-year, Surveillance-Broadcast renew interest
detection and alerting using ADS-B 3,700-hour test campaign by five aircraft in Electronic Flight Bags
by Bill Carey by Jean-Michel Guhl by Barry Rosenberg

Avionics Magazine holds four Royal Aeronautical

Society Journalism Awards, including Journalist of the
also in this issue
Year, plus the American Business Editor’s Note
Media’s prestigious Jesse H. Neal ADS-B Nationwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Journalism Award.
AviationToday.com
The editors welcome articles, engineering and technical reports, new product information, and A Flock of Dodos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
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 editor’s note
by Bill Carey
ADS-B Nationwide
E
vidence that the ground infrastructure
for Automatic Dependent Surveillance-
Broadcast (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 ITT’s 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 imple-
mentation sites represented as colored icons,
concentrated in the Northeast and Florida. To
While national the right is a ground station status window and a
attention has similar window for Automated Weather Observ-
ing System (AWOS) installations; to the left is a
been focused view of FAA’s monitoring system — to compare
notes with what the agency is seeing — and a win-
elsewhere, dow for CNN television, to keep abreast of the
ITT and FAA world outside.
ITT representatives emphasize that the
have moved the “NOC” was built to monitor and troubleshoot
the radio-station infrastructure, not to control
chains on it. The center is staffed 24/7 by technicians who
a fundamental analyze event messages and resolve automated
trouble tickets. “It’s connected to the network,
shift in aviation. but not on the critical path. It’s not on the ser-
vice provision path,” explained David Stewart, a
consultant with Capital Sciences LLC, who led
a recent tour of ITT’s 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 else-
where 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 — ITT’s
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 commis-
sioned 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 Hous-
ton 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, ITT’s 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 ser-
vice. The centers also host the Automatic Depen-
dent Surveillance-Rebroadcast (ADS-R) func-
tion of translating and retransmitting 1090ES
messages from large aircraft to smaller aircraft
equipped with 978 MHz Universal Access Trans-
ceivers, 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 addi-
tion to certifying the new system, the agency has
to adapt its air-traffic control automation plat-
forms — for Tracons the legacy Common ARTS
and new Raytheon Standard Terminal Automa-
tion System (STARS); for enroute centers the
Lockheed Martin Enroute Automation Mod-
ernization (ERAM) system — to accommodate
ADS-B messaging.
“We’re really proud of what we’re doing.
We’ve got a good team,” Vincent Capezzuto,
FAA director of Surveillance and Broadcast
Services, said in a recent interview. “It’s 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 dif-
ferent 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 conflicts. 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 force’s top-tier operational proposals. Which of the industry
consensus recommendations will be implemented, where and how soon? We analyze the
FAA’s response.
PRODUCT
RODUCT FOCUS, LIGHTING:
With the first generation of light-emitting diode
lighting proving its value on the flight deck and
in the cabin, manufacturers of aircraft lighting
systems are developing second-generation solu-
tions 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
International: James
6 Avionics Magazine McAuley
March 2010 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

Engineers should
CONTRIbuTINg EDITORs
Frank Alexander, Frank Colucci, Ron Laurenzo,
George Marsh, Ed McKenna, Douglas Nelms,
James W. Ramsey, Barry Rosenberg, Jean-Michel Guhl

maintain aircraft,
ADVERTIsINg & busINEss
VICE PREsIDENT & gROuP PubLIsHER
Joe Rosone
301-354-1773
jrosone@accessintel.com

not batteries.
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

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 WEPPS is a truly revolutionary they fit to existing battery

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2
 industry scan
FAA Proposes $1.1 Billion On NextGen Spending In FY2011 Budget Request

FAA has proposed spending $1.143 billion on FY 2009 FY 2010 FY 2011

Next Generation Air Transportation System NextGen Programs ($ in Thousands)
Actual Enacted Request
(NextGen) programs in its fiscal 2011 budget
request, an increase of $275 million or 32 Facilities and Equipment (F&E)
percent over the FY2010 enacted level. NextGen Network Enabled Weather (NNEW) 20,000 20,000 28,250
FAA’s overall budget request for FY2011 is
Data Communications for Trajectory-Based Operations 28,800 46,700 153,300
$16.5 billion, roughly 3 percent higher than the
FY2010 enacted budget. Demonstrations and Infrastructure Development 28,000 34,602 27,000
The NextGen portfolio includes $1.023 NextGen – System Development 41,400 66,100 95,000
billion distributed among programs in the
NextGen – Trajectory-Based Operations 39,500 63,500 58,600
Facilities & Equipment (F&E) account — a 30
percent increase over FY2010 — $77.5 mil- NextGen – Reduced Weather Impact 14,400 35,600 43,202
lion for Research, Engineering & Development NextGen – High Density Arrivals/Departures 18,200 51,800 57,000
(RE&D) and $42.5 million for Operations.
“The FAA is moving forward with a dual- NextGen – Collaborative ATM 27,700 44,641 75,500

pronged approach for implementing NextGen,” NextGen – Flexible Terminals and Airports 37,100 64,300 80,700
the agency states in its budget summary.
NextGen – Safety, Security and Environment 8,000 8,200 8,000
“We are maximizing the use of untapped
capabilities in today’s aircraft and ground NextGen – Networked Facilities 15,000 24,000 35,000
infrastructure, while working aggressively System-Wide Information Management 43,043 56,548 92,000
to develop and deploy new systems and
ADS-B NAS Wide Implementation – Segment 1b 306,765 201,350 176,100
procedures that will form a foundation for
more transformative capabilities that will be NAS Voice Switch 10,000 26,600 30,200
delivered in the mid-term.” Collaborative ATM Technologies - 18,100 35,900
The F&E account contains $176 million
Activity 5 F&E PCBT – NextGen - 26,250 27,038
for continued nationwide deployment of
Automatic Dependent Surveillance-Broadcast SubTotal F&E 637,908 788,290 1,022,790
(ADS-B) ground stations by prime contractor
Research, Engineering and Development (RE&D)
ITT Corp., with associated Traffic Information
Service-Broadcast (TIS-B) and Flight Informa- NextGen – Wake Turbulence 7,370 7,605 10,685
tion Service-Broadcast (FIS-B) transmissions. NextGen – Air Ground Integration 2,554 5,688 10,614
“Prior-year funding focused on compet-
NextGen – Self Separation 8,025 8,247 9,971
ing and awarding the service contract for the
National program, to include turning on options NextGen – Weather in the Cockpit 8,049 9,570 9,312
for implementation of limited areas of ADS-B NextGen Environmental Research – Aircraft Technologies, Fuels and Metrics 16,050 26,509 20,600
in the Gulf of Mexico, Juneau, Louisville, Phila-
NextGen – JPDO 14,466 14,407 14,292
delphia, Ontario, and an expansion of the TIS-B
and FIS-B services in the East Coast, Great NextGen Alternative Fuels – General Aviation - - 2,000
Lakes, and Southern California areas,” FAA SubTotal RE&D 56,514 72,026 77,474
states. “Also included were activities focused
on design reviews, testing and validation of the Operations
vendor designated architecture and accelera- NextGen Environmental/Noise/Congestion Studies (5 EOY/FTE) - 1,665 1,681
tion of Future Applications development.
NextGen Staffing (ATO 75 FTE) - 5,000 12,083
“For FY2011, activities will focus on
continuing the National Airspace System NextGen – Environmental Performance (5 FTE) 704 725 747
wide deployment of ASD-B, the continuance Program, Models & Metrics (3 EOY/2 FTE) - - 3,019
of future application development and the
Performance Based Navigation (ATO $15M; AVS $10M - 40 EOY/20 FTE) - - 25,000
monitoring of ADS-B equipage for compliance
Source: FAA

with the rule, scheduled to be published in the
Federal Register in 2010,” FAA said.
Under the agency’s Operations account,
$25 million is provided to design and imple-
ment 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 metro-
politan areas, including Chicago, Washington,
Baltimore, Atlanta and Denver.
The agency’s overall RE&D proposal is
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 Mid-
Term Implementation Task Force, which released
704 7,390 42,530
695,126 867,706 1,142,794
a series of recommendations Sept. 9 for achiev-
ing mid-term NextGen efficiencies.
“We believe that it is important for us to
respond positively to the task force, and to con-
tinue 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 ac-
cess, metroplex, cruise, NAS access, integrated
ATM and data communications.”

8 Avionics Magazine March 2010 www.avtoday.com/av

 CommerCial not begun the transition. When we suc- mixed-equipage environment.”
cessfully resolve the mixed performance/ Further guidance on FAA’s plans
equipage challenge, additional choices to implement the recommendations is
Faa responds To TF5 and improved levels of service will be expected at the RTCA Spring Sympo-
FAA in late January responded to recom- available. ‘Best-equipped, best-served’ sium, co-produced by Avionics Magazine.
mendations of the RTCA NextGen Mid- requires analyses to determine the risks The symposium will be held April 6-7 in
Term Implementation Task Force (also and opportunities that must be considered Washington, D.C. For more information,
known as Task Force 5) with a 28-page as controllers and operators deal with this see www.RTCASpringSymposium.com.
document outlining steps it will take for
each of the task force’s top-tier opera-
tional 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 recommenda-
tions is critical to the FAA’s 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 Force’s Tier
One recommendations.”
In what has been described as an “air-
port 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 consid-
ered cross-cutting: data communications
and integrated air traffic management.
The task force also made “overarch-
ing” recommendations to incentivize equi-
page, streamline operational approvals
and certification, achieve existing 3- and
5-mile separation standards and continue
collaborating with industry.
On the overarching recommenda-
tion 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 con-
stitutes a ‘best-equipped, best-served’
strategy that will encourage NAS users
to equip,” FAA said. “As we implement
new technologies, procedures and avion-
ics equipage in the NAS, the system has
to accommodate aircraft with NextGen
technologies as well as those that have

www.avtoday.com/av March 2010 Avionics Magazine 9

 industry scan
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” prod-
uct 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 pro-
vides 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 intro-
duce 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 wide-
body 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 fly-
able 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 they’re look-
ing 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,
10 Avionics Magazine March 2010 www.avtoday.com/av
Photo courtesy MAINtag
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 there’s not as
much information required but there’s a
need to maintain reporting requirements.
“In non-pressurized areas, you’re talk-
ing about major repair and overhaul areas
[such as] jet engines, the wings, major
components and subassemblies of those
components,” he said. “It’s really permeat-
ing 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 we’ve 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 it’s 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
planned for 2016.
Irkut has selected Rockwell Collins to
provide communications, navigation and
surveillance equipment and pilot controls.
Goodrich will contract with Avi-
apribor 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 lat-
est Goodrich fly-by-wire flight control
technology,” said Jack Carmola, Goo-
drich segment president for Actuation and
Landing Systems. “We look forward to
developing a long and successful relation-
ship 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 commit-
ments 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 Surveillance-
Broadcast (ADS-B) and WAM to support
future en-route surveillance.
The contract also supports the Euro-
control 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 sup-
port 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 FAA’s Low-Cost
Ground Surveillance (LCGS) program.
The company said the tests demon-
strated 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 reduc-
ing 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 install-
ing LCGS systems at U.S. airports under
the FAA program. SRA’s LCGS system
will be installed at the Norman Y. Mineta
San Jose International Airport in Califor-
nia, 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., air-
port; and Sensis Corp., deploying a system
at the Long Beach, Calif., airport.
Upon completion of pilot site evalua-
tions, 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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 industry scan
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 pur-
chase 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
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 contrac-
tor 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, command-

SmartRunway
TM
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 Honeywell’s.
Enhanced Ground Proximity Warning System (EGPWS).
For details, visit Honeywell.com/runwaysafety.
©2009 Honeywell International Inc.
er of the Naval Air Systems Command,
will be nominated to succeed Heinz as
F-35 program executive officer.
“The reality is it’s a good airplane. It’s
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 president’s budget also calls for the
elimination of the F136 alternative engine
for the F-35, developed by General Elec-
tric 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 pres-
sure 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 presi-
dent veto any legislation that sustains the
unnecessary continuation of these two
programs.”
In conjunction with the president’s
budget, the Pentagon released its Qua-
drennial Defense Review (QDR), which
identifies military priorities of prevailing
in the current wars in Iraq and Afghani-
stan; 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 reconnais-
sance (ISR) assets, more helicopters and
increased emphasis on special operations
forces.

12 Avionics Magazine March 2010 www.avtoday.com/av

BAILEY LAUERMAN
Honeywell Smart Runway Ad
 Following is a breakdown of budget
requests by military branch:
➤ Air Force: The Air Force’s $170.8
billion budget request for FY2011
includes more money for unmanned air-
craft systems.
The service’s $15.4 billion aircraft pro-
curement 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
craft; 22 F/A-18E/F Super Hornets; 13
F-35B short takeoff vertical landing vari-
ants; seven of the Navy carrier variant,
the F-35C; 28 Bell Helicopter AH-1Z/
UH-1Ys; 30 Bell-Boeing MV-22B til-
trotors; 24 Lockheed Martin MH-60R
and 18 MH-60S helicopters; and three
Northrop Grumman Fire Scout UAVs.
The Navy’s 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., complet-
ed initial flight tests of the Autonomous
Real-Time Ground Ubiquitous Surveil-
lance Imaging System, or ARGUS-IS, on
a U.S. Army Black Hawk helicopter. The
tests demonstrated the system’s multiple

SmartLanding
TM
UAVs; five CV-22As for the Air Force
Special Operations Command and three
HH-60 Pave Hawk helicopters, among
others.
The budget request doubles procure-
ment 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
Army’s budget request. The budget seeks
$143.3 billion for the Army and $102
billion for Overseas Contingency Opera-
tions (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
Safe ‘til you stop.
of the AH-64 Apache attack helicopter.
The EADS-built UH-72A Lakota light Here are more statistics that are hard to ignore:
utility helicopter will receive $326 million. runway excursions cost the aviation industry
The service seeks $459 million for the
$900 million per year and account for 83% of
General Atomics MQ-1 Sky Warrior
unmanned aircraft system. Another $505 runway fatalities. Honeywell’s new SmartLanding
million is set for modifications to AAI helps reduce the risk of runway excursions by alerting pilots during
Corp.’s RQ-7 Shadow UAV. unstable approaches and long landings. Safe from start to stop.
The OCO request includes $187 mil- Together, SmartRunway and SmartLanding provide a powerful
lion to replace OH-58 Kiowa Warrior continuum of awareness from takeoff to landing.
battle losses and to make modifications.
It includes $198 million for aircraft sur-
vivability equipment, including infrared
countermeasures.
➤ Navy: The Navy will purchase 206
aircraft in FY2011, one fewer than in SmartLanding is an easy software upgrade to Honeywell’s.
FY2010, according to the service’s $160 Enhanced Ground Proximity Warning System (EGPWS).

billion baseline budget. For details, visit Honeywell.com/runwaysafety.

The $46 billion procurement budget ©2009 Honeywell International Inc.

includes 12 Boeing EA-18G Growlers;
seven P-8 Multi-Mission Maritime air-

www.avtoday.com/av March 2010 Avionics Magazine 13

BAILEY LAUERMAN
Honeywell Smart Landing Ad
 industry scan
video windows for persistent area surveil-
lance and tracking capabilities for vehicles
and dismounted soldiers.
BAE said the airborne processing sys-
tem 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”
VSI
Service Specialties:
Instruments –
Engine Gauges, ADI, HSI, RMI, Fuel Quantity, Cockpit Voice and Data
Recorders, Pressure Ratio Transducers, Surface Position Transmitters,
Altimeters, Airspeed, Gyros, Autopilot/Flight Control Panels, Emergency
Power Supplies.
Avionics –
TCAS, VOR, Radars, Antennas, Transponders, INU, IRU, Wind Shear
Radar, Radio Control Heads, Audio Control Amplifiers, Cabin Handsets,
Air Data Computers.
Phone: 440.995.6555 Contact: N. Tony Wright Website: www.heico.com
14 Avionics Magazine March 2010
on-board processing system; and ground
processing for interactive multi-target des-
ignation, tracking and exploitation.
“The ARGUS-IS system overcomes
the fundamental limitations of current
airborne surveillance systems,” said Ste-
ven Wein, BAE Systems director of opti-
cal sensor systems. “Very high-resolution
imaging systems required for vehicle and
dismount tracking typically have a ‘soda-
straw’ view that is too small for persistent
Inertial Aerospace
Services
Sunshine Avionics
HEICO Component
Repair Group
TCAS IRU
www.avtoday.com/av
coverage. Existing wide-area systems have
either inadequate resolution or require
multiple passes or revisits to get updates.”
The Defense Advanced Research Proj-
ects 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 Force’s 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 Grumman’s 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 cool-
ing provisions of currently fielded F-16s.
… With regard to installed performance,
SABR’s air-to-air and air-to-ground
detection and tracking and Synthetic
Aperture Radar mapping performance
met or exceeded our predictions.”
B-52H Flight
Boeing’s B-52H bomber upgraded with
new communications technology com-
pleted its first test flight at Edwards Air
Force Base, Calif., on Jan. 17. The Com-
bat Network Communications Technol-
ogy (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 flight-
essential systems, Boeing said.
“Completion of the first test flight
brings us one step closer to giving com-
mand centers and troops on the ground
the ability to communicate with the B-52
through the military’s digital information
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.”

EADS Acquisition

Photo courtesy U.S. Army Redstone Arsenal

EADS North America Test and Ser-
vices, based in Irvine, Calif., on Jan. 11
announced plans to acquire Trig-Tek,
Inc., of Garden Grove, Calif., a manu-
facturer of precision, dynamic test and
measurement instruments for the U.S.
aerospace and defense markets.
EADS said the acquisition is “consis-
tent with our strategy to provide our cus-
tomers with the most advanced automatic
test solutions. It also supports EADS
North America’s goal to grow our busi- MISSILE TESTS: The U.S. Army’s new Extended Range/Multipurpose (ER/MP)
ness in the U.S. and to enhance our global unmanned aircraft system, an MQ-1C Sky Warrior, completed a series of tests
test and services offering.” with the Hellfire II UAS missile at Naval Air Weapons Station, China Lake, Calif.
Lyle Wells, who was the president and
owner of Trig-Tek, will remain involved “The unmanned system performed Unmanned K-MAX nearly 400 hours in
with the day-to-day operations of the operationally representative cargo resup- unmanned mode since 2007, the compa-
company in a consulting role. ply scenarios, and each time the system nies said. The demonstration fulfilled an
“Trig-Tek is an excellent acquisition delivered as promised,” said Sal Bordona- $860,000 Marine Corps contract awarded
and good fit for our engineer-to-engineer ro, Kaman Helicopters president. to K-MAX manufacturer Kaman Aero-
culture,” said Jim Mulato, EADS North “Team K-MAX” had flown the space last August.
America Test and Services president. “Its
complementary product line will enable us
to provide even more complete, tailored,
test solutions to our military, semiconduc- SIX MILES…ONE HOUR!
tor and engine test customers.”
Now test six miles
UNMANNED SYSTEMS (or ten wiring
harnesses) —
Unmanned K-MAX
Lockheed Martin and Kaman Aero- whichever comes first—
space in February demonstrated to the in one hour!
U.S. Marine Corps the capability of the
Unmanned K-MAX helicopter to resup- Our new Portable Helicopter Test Set
ply troops at forward operating bases. speeds and simplifies cable testing with
During a series of test flights at the unprecedented convenience and accuracy
Army’s Dugway Proving Ground in
Utah in early February, the Unmanned Now dramatically reduce RF cable test time while increasing
K-MAX demonstrated autonomous and measurement accuracy and repeatability with our new portable
remote controlled flight over both line-of- RF cable test set.
sight and satellite-based beyond line-of- • Test cables for go/no-go status, insertion loss,
sight data link. return loss, and distance to fault (to reduce
The aircraft demonstrated hovering troubleshooting time)
at 12,000 feet with a 1,500-pound sling • Test cables to pre-defined specifications with
load; delivering 3,000 pounds of cargo single, continuous sweep, and maximum
within the six-hour required time frame to hold modes for speed, convenience
a forward operating base, involving two • Adapters included for virtually any cable assembly
150 nm round-trip flights; precision load
delivery by a ground-based operator in
)XOOLQIRUPDWLRQGHWDLOV
day and night conditions; and uploading a
DQGVSHFL¿FDWLRQVDYDLODEOHDW
new mission plan to the aircraft’s mission
management system during flight. ZZZLQSKDVHWHFKFRP
www.avtoday.com/av March 2010 Avionics Magazine 15
 people
Esterline CMC Appointments
Esterline CMC Electronics, based in
Montreal, announced a series of execu-
tive appointments and a new organiza-
tional structure designed to address the
market environment and leverage the
company’s expertise in cockpit systems
integration and avionics.
CMC Electronics named Patrick
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 busi-
ness division established to leverage the
company’s capabilities and develop new
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, Mili-
tary Aviation, at the company.
Conference and Exhibition
24th–25th March 2010
Passenger Terminal (City Centre)
Amsterdam, The Netherlands
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16 Avionics Magazine March 2010
Charles Champion
Airbus named Charles Champion head of engineering, effec-
tive 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 Aérospatiale 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 Air-
bus Programs at Aérospatiale’s Paris headquarters; and served
Patrick Champagne
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
James Palmer Gulfstream Aerospace, of Savannah,
Ga., appointed Dan O’Malley director
of operations, New Product Develop-
ment. O’Malley had been general man-
ager of the Gulfstream facility in Mexi-
cali, Mexico, since July 2001.
After joining Gulfstream in 1999,
O’Malley served as senior manager of
the Composite Manufacturing business
Jean-Michel Comtois unit in Savannah. Previously, he worked Dan O’Malley
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for Lucas Aerospace in Macon, Ga., as
a business unit manager for the Boeing
737 empennage program. O’Malley also
spent 13 years with Hughes Electronics in
a variety of roles.
Gulfstream also named Dick John-
son 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 par-
ticipated 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 devel-
opment program.
Tim Farley was named vice president, Tim Farley
engineering. From 1999 until recently, Farley was the com-
pany’s 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 ser-
Mike Gerry
vice providers, airports and airline custom-
ers. 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 March 2010 Avionics Magazine 17
 calendar
March
8-12 PMA-209 Air Combat 2010, Silver Legacy Resort, Reno, Nev. Visit
www.navair.navy.mil.
9-10 FAA Aviation Forecast Conference, Walter E. Washington Convention
Center, Washington, D.C. Contact FAA, phone 202-267-7924.
9-11 ATC Global Exhibition, Amsterdam RAI Center, Amsterdam, the
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.
April
6-7 RTCA Spring Symposium, “Bringing NextGen Into Focus,” Grand Hyatt
Hotel, Washington, D.C. For information, visit www.aviationtoday.com/symposium.
14-17 Quad A Annual Convention, Fort Worth, Texas. For information,
phone 203-268-2450 or visit www.quad-a.org.
26-29 Embedded Systems Conference Silicon Valley, McEnery Conven-
tion Center, San Jose, Calif. For information, phone 866-535-8993 or visit
http://esc-sv09.techinsightsevents.com.
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),
18 Avionics Magazine March 2010 www.avtoday.com/av
Geneva PALEXPO and Geneva International Airport, Geneva, Switzerland.
Visit www.ebace.aero.
12 ADS-B: Progress and Implementation, an Avionics Magazine webinar,
noon to 1 p.m. EST. To register, visit www.aviationtoday.com/webinars or
contact bcarey@accessintel.com.
18-20 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany. For infor-
mation, phone +44 (0)208 271 2174 or visit www.aircraftinteriorsexpo.com.
June
8-13 Berlin Air Show, Berlin-Schoenfeld Airport, Berlin, Germany. Visit
www.ila-berlin.de.
July
14-17 Airborne Law Enforcement Association (ALEA) Annual Convention,
Tucson, Ariz. Contact ALEA, phone 301-631-2406 or visit www.alea.org.
19-25 Farnborough International Airshow, Farnborough Airport, England.
Visit www.farnborough.com.
26-Aug. 1 EAA AirVenture, Wittman Regional Airport, Oshkosh, Wis. Visit
www.airventure.org.
August
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 & Conven-
tion 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

F
AA and industry are developing
a standard for displaying airport
surface traffic in the cockpit,
coupled with alerting of poten-
tial runway conflicts, using Auto-
matic Dependent Surveillance-Broadcast
(ADS-B) position reports.
Two industry teams in recent months
completed evaluations of surface detec-
tion and alerting systems under FAA’s
Surface Indications and Alerts (SURF
IA) program, funded in 2008 with a con-
gressional “plus-up” of $9.3 million. The
intent of the evaluations, each of which
culminated in an operational demon-
stration, 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 pro-
cess to produce industry consensus Mini-
mum 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 require-
ments.
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
be capable of ADS-B Out, the broadcast
of their GPS-derived position to other
equipped aircraft and air-traffic control-
lers, 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 Vin-
cent Capezzuto, FAA Air Traffic Organi-
zation director of Surveillance and Broad-
cast Services. “We’re using the acquisition
process to coincide, in parallel, with the
RTCA process. … We’re trying to put a
little bit more confidence in the material
that represents this application. Essen-

20 Avionics Magazine March 2010 www.avtoday.com/av

tially, we’re buying down the risk, trying
to make it easier for the manufacturers to
mass produce.”
Applications exist for surface situ-
ational awareness based on ADS-B In.
One, called Final Approach and Runway
Occupancy Awareness (FAROA), pro-
vides pilots with information on runway
occupancy on approach, and requires a
moving map display and either ADS-B
In or Traffic Information Service-
Broadcast (TIS-B) capability. TIS-B, an
advisory-only service, broadcasts air traf-
fic information derived from secondary
surveillance radar (SSR) returns from the
ground to airborne systems. Non-ADS-B
aircraft must be equipped with a conven-
tional 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
Photo courtesy ACSS
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 you’re now giving
(the pilot) an alert,” he said. “On the
approach, if they get a warning, the rami-
fications of using it are going to be ‘you
do the go-around’ as opposed to challeng-
ing and questioning” the system.
Michael Grove, marketing director for
safety and information management-sur-
veillance systems with Honeywell Aero-
space, one of the SURF IA contractors,
said a TSO for airport surface detection
and alerting is “a possibility” by 2011.
Timing Issue
“This is surface alerting. You have to
draw a distinction between that and sur-
face awareness,” Grove said. “Of course,
being able to have the system have visibil-
ity of all the other aircraft requires that
those aircraft either retransmit on TIS-B
or be ADS-B transmitters themselves.
That’s not going to be comprehensive for
some time to come, depending on FAA
rulemaking.” He added, “We believe
it’s inevitable that this application and
other ADS-B applications are going to
happen. It’s just a matter of timing and
how quickly regulation moves and how
quickly equipage happens.”
FAA in October 2008 awarded two
Photo courtesy ACSS
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 own-
ship’s display a blue aircraft icon with
dot traffic indication (TI) for USA1234. If
traffic continues on the approach, own-
ship will receive cautions or warnings.
www.avtoday.com/av
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 air-
liners were out of service. One A330 was
Photo courtesy ACSS
Own-ship is “position and hold” on run-
way 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.
March 2010 Avionics Magazine 21
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 con-
ditions 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 out-
fitted with an ACSS Mode S transponder
for ADS-B Out functionality and an
ADS-B In receiver, located in the compa-
ny’s TCAS 3000SP surveillance processor,
supporting both airborne traffic alert and
collision avoidance (TCAS) and ADS-B.
The surveillance processor hosts ACSS’s
SafeRoute suite of ADS-B applications, a
platform-independent software certified
to DO-178B Level C design assurance
against “major” failure.
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 VP, Air Traffic
ADS-B Products, Systems Products
ACSS and Programs,
Sensis Corp.
For information, visit www.aviation today.com/webinars
May 12
“Automatic Dependent Surveillance-Broadcast (ADS-B)”
Noon to 1 p.m. EST
22 Avionics Magazine March 2010
The first release of SafeRoute’s surface
situational awareness application provided
own-ship position and other traffic on a
moving map display. For the alerting func-
tion, ACSS developed an algorithm based
on the NASA Runway Incursion Preven-
tion 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 side-
mounted 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/Astro-
nautics EFB installed on UPS aircraft
using SafeRoute applications (Avionics,
June 2007, page 32).
Results from the demonstrations were
to be correlated with the airport’s 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.
Vincent Michael Grove
Capezzuto Director of Marketing
FAA ATO Director, Product Management,
Surveillance & Surveillance Products,
Broadcast Services Honeywell Aerospace
www.avtoday.com/av
“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 main-
tenance through 2011.
Honeywell’s contract was three-
phased, calling for development of an
operational safety assessment; an opera-
tional performance assessment; and a
concept for alerting and displaying tar-
gets 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 Honeywell’s
Primus Epic integrated avionics suite, and
in a Beech C90 King Air with federated
avionics.
The airport surface map on the Sov-
Bill Carey
Editor in Chief
Avionics Magazine
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-pilot’s seat.
The software was demonstrated to
RTCA Special Committee 186, which is
developing ADS-B performance stan-
dards, in December, and was to be demon-
strated to FAA in late January.
Champion said the majority of alert-
ing scenarios were conducted at Paine
Field in Everett, Wash., which has con- surface situational awareness was a chal-
verging runways as opposed to the three lenge,” he said. “The alerting algorithms
parallel runways at Sea-Tac. The presence themselves, just to have the proper width
of a TIS-B transmitter at Sea-Tac provid- around the runways to ensure ourselves
ed for both ADS-B and TIS-B reception. that we’re not giving false or nuisance or
Champion was asked about the chal- misleading cautions or alerts has been a
lenges faced in developing airport surface challenge.
alerting. “We’ve done very well in eliminating
“Certainly the ability to put moving those,” he added. “I’m very happy with
maps within the system that accurately the system that we’re going to demon-
depict the airport, the hold short lines, strate and I think the government will be
the infrastructure, to provide adequate happy with it also.”

Surface Data-Sharing

The airport surface is one of the several

operational “domains” identified for
improvement by the RTCA NextGen Mid-
Term Implementation Task Force.
Runway Access, with enhanced sur-
veillance methods, is another.
Last September, after seven months
of intensive meetings, the industry-
government task force produced a set of
recommendations for achieving NextGen
operational efficiencies by the “midterm”
of 2015 to 2018. FAA responded in Janu-
ary 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 opera-
tions data to pilots, controllers, ramp
towers and user operations centers.” It
recommended “one consolidated point of
responsibility, authority and accountabil-
ity” within FAA to manage the data.
In its response, FAA says it will create
a more efficient airport surface environ-
ment “by sharing authoritative aircraft
SURF WITH A PURPOSE.
movement source data to foster common
situational awareness among the FAA,
flight operations centers and the airport. Configuring switches, generat- Ride the wave; see for yourself why
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Among specific action items, FAA says step. Want a quote using existing art-
it will install data distribution units at work? Simply enter the part number and
airports equipped with the Airport Surface instantly generate an identical switch. It’s
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AER-022.indd 1 7/28/09 2:09:10 PM

 military
military
avionics

At Last,
The A400
Photo by Jean-Michel Guhl

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

I
t was 10:07 a.m. on Dec. 11, 2009,
when Airbus Military’s 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 circum-
stances 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 equip-
ment 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.
Providing airspeed and camera record-
ing of the main phases of the maiden
flight was a vintage SN 601 Corvette busi-
ness jet used as a chase plane.
The A400M test crew used this first
flight to explore the aircraft’s basic han-
dling characteristics in the various flap
configurations, check the powerplant
operation and make initial evaluations
of the aircraft’s 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.

24 Avionics Magazine March 2010 www.avtoday.com/av

 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 pro-
gressively higher speeds performed, culmi-
nating 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 Jean-
Philippe Cottet, 43, who has responsibility
for the powerplants; French Senior Flight
Test Engineer Eric Isorce, 52, with respon-
sibility 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 Engi-
neer Gérard 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. I’m 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 con-
sidered one of the world’s 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
Photo by Jean-Michel Guhl
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 control-
lers of Airbus’ civil airliner family and an
advanced Thales cockpit evolved from
that of the Airbus A380 superjumbo (Avi-
onics, July 2008, page 10).
Avionic systems are based on an inte-
grated modular avionics (IMA) architec-
ture with networked computing modules
— the first such application on a military
aircraft.
According to Thales, the IMA plat-
form of the A400M has been adapted to
meet military requirements for resistance
to higher vibration levels, higher elec-
tromagnetic compatibility and a critical
lightning protection system.
Another first: the aircraft’s 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 key-
board 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 con-
trol 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 compat-
ibility 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 Micro-
wave 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 equip-
ment. Since the program was launched
in 2005, Thales said, an average of 300
employees per year have worked on devel-
oping 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 A400M’s first flight.
Other nations are interested, but all
were waiting until Airbus Military comes
up with a firm price tag for the airlifter —
March 2010 Avionics Magazine 25
 Airbus A400M: Major Avionics, Systems Suppliers
Photo courtesy Airbus Military
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 anten-
nas; 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
26 Avionics Magazine March 2010 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
 MSN 005 cancelled) between now and the
type’s entry-into-service, scheduled for the
spring of 2013.
Aircraft MSN 007 will be the first
A400M for the French air force. The
aircraft was expected to receive both civil
certification by the European Aviation
Safety Agency (EASA) and military certi-
fication and qualification.
Despite being more than three years
late, according to the initial program
schedule, the A400M has now become
Photo by Jean-Michel Guhl

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
Airbus Military CEO Domingo Ureña-Raso, a former CASA engineer appointed to the ever rising costs, the program appears to
job in February 2009, celebrates the first flight of the A400M Dec. 11 in Seville, Spain. be back on track, as all systems monitored
during the first test flights worked as
somewhere around €150 million (about billion (roughly $28 billion) procurement. expected. By early January, the A400M
$210.3 million). Sharing of the program’s At this writing, Airbus and countries had completed its first 10 flight-test hours.
extra costs was being negotiated by the that have ordered the A400M were near- The third flight was a two-hour,
manufacturer and the European partner ing an arrangement to cover the billions in 25-minute sortie from Seville on Jan. 7,
nations. At stake was how to split evenly budget shortfalls (see page 29). during which the test crew concentrated
between all, including Airbus, the added The first flight marked the beginning on exploring flight in different aircraft
€7 billion (about $9.5 billion) coming on of a three-year test campaign that will configurations.
top of a program, about a third more than see some 3,700 hours of flying logged
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was initially agreed for a 180-aircraft, €20 by five aircraft (MSN 001 to 006, with 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,
28 Avionics Magazine March 2010
at this writing in final assembly stage, to
follow by mid-year, said Domingo Ureña-
Raso, Airbus Military CEO.
Civil Certification
The decision to add a civil certification to
the A400M at the request of the OC-
CAR multinational European Common
Defence Procurement Agency in 2005 cre-
ated 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 cer-
tification adds a thick layer of complexity
and much red tape to the flight test pro-
gram,” said Ureña-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-proto-
type 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 sys-
tems 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 auto-
flight 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 environ-
mental trials. This fifth aircraft is thought
to be the one due to test and tune the add-
on removable air-to-air 900 series Cob-
ham 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 Span-
ish 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-
 sary to complete the A400M. kerosene tanks in the cargo hold.
Joint Funding Proposal
Responsibility for testing the in-flight Due to its long experience in flight
refueling system will be vested in the refueling operations using the C-160
Seven European nations behind the French controlled MSN 001 and 006 pro- Transall and the C-135FR Stratotanker,
A400M at this writing had submitted a totypes. All aircraft have or were due to the French Air Force was judged appro-
joint funding proposal to Airbus parent have the long, unicorn-like rigid receiver priate to give the Airbus Toulouse test
company European Aeronautic Defense & refueling probe fitted over the cockpit, crew full authority over this part of the
Space Co. to help keep the program afloat.
offset to the left. program.
Junior ministers of Germany, France,
However, only aircraft MSN 001 and Britain, France and Malaysia thus far
Britain, Spain, Belgium, Luxembourg and
Turkey submitted the proposal Feb. 15, 006 alternatively will be equipped with are the only A400M customer nations
Agence France-Presse (AFP) reported, the Cobham refueling transfer hose and known to have required the A400M as a
citing a German defense ministry spokes- drogue system, with specific removable tactical tanker aircraft.
man. “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.” CZlEdX`ZiH^oZYB>A"HI9"&**(
An EADS spokesman said the company
had received the offer sent to CEO Louis
Gallois and would answer “in due time,” VcY6G>C8)'.iZhiZgh###
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.

###i]Vih]VcYn
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 cor-
respondent Jean-Michel Guhl. 6>B"6EJ&**("m 6>B"6EJ)'."m
“In highly diplomatic terms, they unani-
mously confirmed their will to support the L^i]6>BÉhcZlVcYEdlZg[ja=VcYnEdgiVWaZJH7
A400M project, seen as the cornerstone
of the European Safety and Defense Policy WVhZYiZhihdaji^dchndjXVcVcVanhZVcYk^hjVa^hZndjg
and a key aircraft for providing Europe
with an independent strategic airlift ca- B>A"HI9"&**(dg6G>C8)'.Zfj^ebZci[gdbndjgE8
pacity,” Guhl reported. “The ministers paid
tribute to the prototype’s successful first Vcni^bZ!VabdhiVcnl]ZgZ
flight of Dec. 11. They assessed noticeable
progress achieved during the discussions È=diEaj\ÉVcY:VhnXdccZXiidVcn
with EADS, all the while stressing the
overriding efforts made by the partner E8k^Vi]Z^cYjhignhiVcYVgYJH7'#%
nations vis-à-vis the prime contractor in
agreeing with further delivery delays and
CdZmiZgcVaEdlZg6YVeidg
shifting calendar planning.
“The ministers also acknowledged the 6>BeZg[dgbVcXZ!gZa^VW^a^inVcY
significant work made by EADS, albeit
emphasizing that the manufacturer must fjVa^indjgXjhidbZghZmeZXi^c
assume its responsibilities in this program dcZ]VcYnh^oZYWdm
www.aim-online.com

and meet its earlier commitments in view

of the latest financial conditions made by
the seven partner nations. The ministers AIM GmbH Tel.+49 761 45 22 90
also called for a rapid termination of all
discussions, hoping that a final settlement AIM UK Tel.+44 1494 446844
would be made soon enough.”
AIM USA Tel. 1-866-AIM-1553
Right on Target

www.avtoday.com/av March 2010 Avionics Magazine 29

6740E USB Advert Art.indd 1 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

M
anufacturers of electronic
flight bags (EFB) are see-
ing demand beginning to
grow again for their hard-
ware solutions, as the FAA
and a number of airlines and other opera-
tors 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 documenta-
tion on the flight deck.
FAA’s participation in two demon-
strations 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 Air-
ways, ACSS, Goodrich and Honeywell —
signal to the industry that the killer app
it has been waiting for is on the horizon.

Photo courtesy Goodrich Corp.

(For more on SURFIA and surface man-
agement, 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 presi-
dent with navAero Inc., of Chicago. “The
fact that the FAA is anteing up money to SmartDisplay Class 3 EFB system from Goodrich Corp. is shown displaying the ACSS
us is a tremendous forward step for the SafeRoute Surface Area Movement Management application, which presents aircraft
targets based on Automatic Dependent Surveillance-Broadcast (ADS-B) reporting.
technology.”
In addition, FAA’s involvement in will embrace some forward thinking opment manager with Goodrich. “To
these EFB projects leaves open the pos- about the use of enroute ADS-B data on upgrade primary flight displays is very
sibility that one day the agency might a Class 2 platform,” said Crowhurst. expensive. EFBs can play a role in getting
approve the use of enroute Automatic Goodrich Corp., based in Charlotte, that information in the cockpit.”
Dependent Surveillance-Broadcast N.C., is thinking along the same lines, Boeing’s recent entrée into the world
(ADS-B) information on Class 2 hard- and envisions an important role for EFBs of Class 2 EFBs is considered an impor-
ware. That capability is presently limited in NextGen, the Next Generation Air tant step forward in bringing additional
to Class 3 devices. Transportation System. functionality to the systems.
“Since the FAA has authorized AMM “Where do you put that ADS-B data?” “Boeing is calling it Class 3 ‘light’
on Class 2 technology, we’re hoping they asked Jim Schmitz, EFB business devel- because it is a permanent installation like

30 Avionics Magazine March 2010 www.avtoday.com/av

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

Photo courtesy Teledyne Controls

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 dis-
cuss 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/ Class 3 EFB system from Teledyne Controls consists of two
12.1-inch XVGA color displays and central processing unit
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 integra-
tion — board, communication, IT, hardware or software.

'If ever airlines wanted to improve their

efficiencies, that’s where EFBs come in.'

Photo courtesy Jeppesen

—Marc Szepan, Lufthansa Systems

Air France’s 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. Jeppesen is introducing Flitedeck-Pro moving map application
The EFB Users Forum was scheduled to meet again April 11. to depict airport surface and taxi clearance visuals on EFBs
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 t·Bag C2² EFB load-
ed with Jeppesen’s AMM application. As of this writing, about
50 of the airline’s 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 con-
Photo courtesy navAero

trol,” 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 Eller-
NavAero tBag C22 EFB, mounted here in an Airbus A320,
brock, a strategist with Jeppesen, said the second-generation received EASA STC for the Airbus A318/319/320/321 line
AMM software was three years in development.
The two products are virtually the same, except for some

www.avtoday.com/av March 2010 Avionics Magazine 31

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 pilot’s and co-pilot’s EFBs.
“The crew member doing the high-
lighting uses his finger right on the map,”
explained Ellerbrock. “You can erase
things that didn’t work, zoom in or out,
Economic Benefits Renew Focus on EFBs
and the highlighting stays on the display application agnostic, and that they will
when you send it to the other crewmem- be able to run applications from a variety
ber. We see that as something completely of providers like Jeppesen and Dublin,
novel and intuitive for cockpit use.” Ireland-based Aircraft Management
With Flitedeck-Pro and -Military, Technologies (AMT).
75 percent of all the data needed by the “We’re talking to no less than 60 appli-
flight crew can be accessed with one click, cation providers in various fields of focus.
according to Jeppesen. No more than There is a far wider range and choice of
two clicks will be necessary to access all applications out now,” said CMC Elec-
Jeppesen data on the EFB, Powell said. tronic’s MacKenzie.
EFB hardware manufacturers regu- Just as the thousands of apps available
larly make the point that their systems are 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 busi-
ness case for their products.
The ease of uploading those appli-
cations 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 infra-
structure to transmit data and updates
directly to aircraft, rather than using
more expensive aviation infrastructure

Photo courtesy Lufthansa Systems

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 we’ve had until now has been
the sending and receiving of discrete mes-
sages,” McGoldrick said. “Getting data
Lufthansa Systems Lido/eRouteManual electronic navigation charts display onto the aircraft with ACARS is restrict-
approach, takeoff, terminal and route charts information on all EFB classes. ed because it doesn’t handle graphics and
rich binary content, compression is inef-
The operational and financial benefits of electronic flight bags are attracting the attention
ficient and it is expensive to get data on
of smaller carriers, according to Lufthansa Systems of Kelsterbach, Germany, a provider of
and off the aircraft.
software and data products for all classes of EFB systems.
In recent months, the Lufthansa Group subsidiary has announced agreements for its Lido/ “We’re beginning to leverage 3G and
FlightBag EFB system with several smaller airlines. Applications for the system include data cellular networks operating on GSM or
management, document viewer, navigation charts, take-off data and flight operations manu- CDMA to provide data connectivity to
als. In late January, Singapore Airlines calculated the route of a flight from Los Angeles to the aircraft, and to make sure what’s on
Singapore via Tokyo under the Asia Pacific Initiative to Reduce Emissions (ASPIRE) using the the aircraft is up to date. Having the com-
FreeFlight route-optimization application of Lido. munications infrastructure is the driver
Among the new contracts, German carrier Condor will use Lido/Route Manual charts; and for that. The customers we deal with have
TUI Travel airlines Arkefly, Jet4you and Jetairfly will use Lido/RouteManual and Flight Manage- that communications infrastructure, but
ment System data. Danish airline Cimber Sterling selected Lido/RouteManual and Lido/TakeOff only a minority of EFBs has that con-
for take-off performance analysis; and Croatia Airlines will use Lido/Flight Bag. nectivity built in. The bottleneck is in
“If you look at the size of Croatia Airlines fleet — they’re operating 12 aircraft — [it] is an transferring the data and in supporting
erroneous impression that EFBs are something for the big players in the industry. That is pretty different communications networks, not
much proven wrong,” declared Marc Szepan, Lufthansa Systems senior vice president of
in the displaying of data,” he said.
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.”
There also is concern that EFB hard-
Lufthansa Systems estimates fleetwide installation of an EFB system can save a major inter- ware operating systems won’t be able to
national network carrier about $4.3 million per year. The company said various components of keep up with all the applications being
its system are flying on about 500 aircraft worldwide. developed for them.
“What we’re seeing now as economic and financial pressures in industry are continuing “Operators want to have assurance
[is that] airlines have already exhausted the obvious, short-term savings potential. So if ever that if we put ADS-B capabilities on the
airlines wanted to further improve their cost structure, and wanted to improve their efficiencies, hardware that it will run without issues,”
you’ve got to focus on the intelligent use of technology to increase productivity. That’s where said navAero's Crowhurst. “As we layer
EFBs come in,” Szepan said. software on top of the hardware we want
Overall, he said, airlines big and small are opting for Class 2 or modified Class 2 devices in to be able to process the data without
order to gain the benefits of an EFB without the implementation and total lifecycle costs that crashing (the system).”
come with a Class 3 system integrated with the cockpit avionics. — Emily Feliz Continued on page 34

32 Avionics Magazine March 2010 www.avtoday.com/av

Market Moves
Following are recent developments announced by manufacturers
of electronic flight bag hardware and software products.
➤ Esterline CMC
Electronics made sev-
eral 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 stan-
dard 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 system’s 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 America’s EFB. About 250 of the
company’s 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 we’re 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
AMT’s 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 Aéreas Inteligentes S.A.
to install its tBag C22 EFB on the airline’s fleet of B737NGs.
NavAero will deploy its EFB hardware in conjunction with an
ACARS-though-Iridium communications system being pro-
vided 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
Photo courtesy Astronautics the EFBs of other suppli-
ers. 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
ACSS’s SafeRoute Surface
Area Movement Management
application, the U-CDTI will
also display the position of
other traffic operating on the
airport grounds, the compa-
nies said.
Astronautics started part-
U-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 airline’s 777 freighters. The Boe-
ing EFB, supplied by Astronautics Corp. of America, incorpo-
rates Onboard Performance Tool (OPT) and Electronic Docu-
ment 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 airline’s Boeing 737s.
Navtech will supply its Aircraft Performance and Mass & Bal-
ance products, eCharts, Seamless Electronic Navigation Chart
Photo courtesy DAC International and FMS Navigation
Data products.
➤ Greenwich Aero-
Group, of Connecti-
cut, in June acquired
the assets of Banner
Aerospace Holding
and its aviation sub-
DAC Class 3 GEN-X EFB sidiaries from The
Fairchild Corp. DAC International, of Austin, Texas, is a sub-
sidiary of Banner Aerospace. Greenwich AeroGroup provides
general aviation services including maintenance and avionics;
FBOs; aircraft sales, charter and management; interior refur-
bishment; engineering; and parts distribution.
In May 2009, Shuttle America selected DAC International’s
GEN-X Class 3 EFB system for its fleet of EMB170s and
EMB175s. DAC said the system is PMA’d as a Class 3 EFB, but
installations can be accomplished under the operator’s 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 communica-
tions and delivers manuals to flight, cabin and ground opera-
tions 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.
www.avtoday.com/av March 2010 Avionics Magazine 33
 Another limiting factor for EFB tech-
nology 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 regula-
tory issues related to lithium ion batter-
ies,” said Crowhurst.
“I’m sure the airlines and EFB manu-
facturers are frustrated because there is
no clear definition from the FAA on this
issue.”
Crowhurst added that the problem
could be overcome by using nickel-
metal 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 Magazine’s Product Focus is a
monthly feature that examines some of the
latest trends in different market segments
of the avionics industry. It does not repre-
sent a comprehensive survey of all compa-
nies and products in these markets.

Companies

Air Gator ........................................................ www.airgator.com Honeywell ................................................. www.honeywell.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
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
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Joe Milroy
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T: 215-598-0933
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34 Avionics Magazine March 2010 www.avtoday.com/av

 NEED A DIRECT FLIGHT TO
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©2009 Goodrich Corporation. All rights reserved. Chart is copyright Jeppesen Sanderson, Inc.

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It is shown for illustration purposes only and not to be used for navigation.

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www.goodrich.com www.avtoday.com/av March 2010 Avionics Magazine 35
 new
newproducts
products
Multifunction PCI Card
North Atlantic Industries (NAI), of
Bohemia, N.Y., introduced a Multi-
function 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 com-
bination with A/D, D/A, Discrete I/O,
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and -40°C to +85°C. For more information on this product, visit www.naii.com.
Mode S Transponder sponder to be used on high performance
Trig Avionics, of Edinburgh, Scotland, aircraft — those cruising faster than 175
added a Mode S transponder to its line knots and operating above 15,000 feet.
of products. The TT22 has EASA ETSO and FAA
The new TT22 is based on the TT21 TSO approval for IFR and VFR flight.
Mode S transponder, with the addition It weighs about a pound, and consists of
of a higher transmitted output power. a front panel controller with a separate
The TT22 qualifies as a Class 1 tran- transponder block. An altitude encoder
is built into the
controller.
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+1 310 765 3600 www.teledynecontrols.com
3.5-inch low-profile
drives. It can be
used with high-end
36 Avionics Magazine March 2010 www.avtoday.com/av
SAS controllers as well as with any of
the embedded SATA ports. Its internal
independent disks doubles the medial
transfer rate normally available from rug-
ged 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 Inter-
net line replaceable unit (11 pounds);
two belly-mounted blade antennas (1.25
pounds each); and an optional cabin tele-
communications 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, Que-
bec, 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 Kitch-
ener 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 pro-
vides an interface to the central aircraft
data system. The transponder provides
for Automatic Dependent Surveillance-
Broadcast (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 monitor-
ing and recording of avionics CANbus
applications, the company said.
The four concurrently running CAN-
bus 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.
Much More Than Just
a Display for Charts
PilotView ® Class 2 Electronic Flight Bag Family
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 pic-
ture of the sky.
The GTS 800 offers 40 watts of trans-
mit power and a range of up to 12 nauti-
cal 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, certi-
fied and installed the new antenna on a
U.S. Air Force E-9A twin turboprop sur-
veillance 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), Ronkonko-
ma, 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 compo-
nents 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 mea-
sures 0.4-inch by 0.4-inch by 0.185-inch,
and is available with an industrial oper-
ating temperature range from -40°C to
+85°C or a military operating tempera-
ture range of -55°C to +125°C.
Visit www.nationalhybrid.com.
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www.avtoday.com/av March 2010 Avionics Magazine 37

 aviationtoday.com
by John Persinos
A Flock of Dodos
T
oday’s new air traffic control mandates
are exerting a domino effect throughout
the aviation industry. This revolution in
the cockpit extends beyond pilots, pas-
sengers 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
As many OEMs dead as the dodo.
If you’re trying to divine the direction of
and carriers aircraft values, there’s no better oracle to consult
sadly learn, than Paul Leighton, editor-in-chief of Aircraft
Value News, a sister publication of Avionics Mag-
improvements in azine. I recently spoke with Paul and asked him a
gamut of questions, many of them pertaining to
avionics trends in avionics and the global airspace.
capabilities can Paul’s newsletter is among the family of pub-
lications that are produced under the Aviation
render older Today umbrella. To subscribe to Aircraft Value
News, click the “Subscribe” link in the left-hand
aircraft as dead navigation bar on the home page of AviationTo-
as the dodo. day.com; call 888-707-5812; or e-mail clientser-
vices@accessintel.com.
In the meantime, you can benefit from Paul’s
insights by reading this excerpt of my discussion
with him.
Persinos: Equipping for Automatic Depen-
dent Surveillance-Broadcast (ADS-B) in Euro-
pean airspace will be mandatory starting in 2015
— five years earlier than in the United States —
under the European Commission’s 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 sur-
rounding 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 opera-
tion of Enhanced Mode S equipment. Switzer-
land and the Eurocontrol region of Maastricht,
encompassing Benelux, are also pursuing a simi-
lar mandate.
Enhanced Mode S provides for the transmis-
sion 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
38 Avionics Magazine March 2010 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 North-
western Europe either en route or as a final des-
tination 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. They’ve 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 we’re more likely to see that
with the likes of the early A320s, where they
don’t have the avionics capable of meeting
demands going forward.
Consequently, OEMs will be looking at multi-
million dollar avionics upgrades, and that won’t
be practical for some aircraft that are already
20 years of age. It definitely will be a replace-
ment 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 agency’s 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 RTCA’s NextGen Mid-Term Implementation Task Force. The RTCA
Spring Symposium will take the first in-depth look at the FAA’s NextGen The RTCA Spring
Implementation Plan. Symposium takes place
during Washington D.C.’s
annual Cherry Blossom
At the RTCA Spring Symposium, you’ll experience sessions focused on: Festival. You’ll experience
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www.avtoday.com/av February 2010 Avionics Magazine 39

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