The avionics hardware and software market is forecast to grow to $86.9 billion by 2024. How are the avionics manufacturers making their products efficient and reliable? How is the human machine interface being improved to help flight crews be safer and reduce workload? What about the security of these systems? We will take a look at these areas and more.
Sagetech says the number one question they are asked by customers is, “Does My UAV Need a Transponder?” To help answer this question the company put together a resource guide: “UAS Transponder Requirements and Guidelines.”
UAV transponder requirements and standards are emerging. Right now, Sagetech says there is no single chart from any global agency that sums up the requirements for transponders on unmanned aircraft of all types, for all classes of airspace, in all geographies.
Their guide aims to bring together the current knowledge from the U.S. DoD, the U.S. FAA, recent conferences and other resources all in one place. The company says the resource can be used as a reference as new unmanned aerial systems and vehicles are created.
The guide can help to understand what the parameters are for determining transponder requirements — size, weight, flight plan, etc.; classifications of UAV groups, airspace rules, and other important regulatory information; FAA waivers and safety justifications; and transponder functionality, technologies and modes. See the guide at sagetech.com.
Genesys Aerosystems and XP Services announce FAA Supplemental Type Certification (STC) approval of the Genesys modernized avionics suite for the UH-60A and EH-60A Black Hawk.
While available as a complete avionics suite upgrade, the avionics building block design provides Black Hawk operators the flexibility of an incremental upgrade path to support constrained budgets and installation timeframes, Genesys says. The suite upgrade replaces legacy gyros, which are prone to failure and costly to repair, with solid-state, light-weight, digital Attitude/Heading Reference System.
“We are thrilled to bring an industry-leading cockpit upgrade to the Black Hawk that operators can finally afford,” said Nick Bogner, director of Business Development at Genesys Aerosystems. “Today, features like advanced synthetic vision and high reliability are standard requirements for an avionics upgrade program – the problem is accessibility – the upgrade costs have not been in reach until now. On top of that, Genesys offers the only retrofit IFR autopilot and digital attitude source to replace the obsolete and failure-prone legacy gyros; this package is truly remarkable.”
For operators seeking a full, modern EFIS upgrade, the four large format, NVG-compatible, MIL-STD IDU-680 smart displays replace all standard analog gauges. Each IDU-680 features synthetic vision, built-in FMS (Flight Management System) for both navigation and communication radios, HTAWS (Helicopter Terrain Awareness and Warning System), geo-referenced hover vector, and an elegant interface to special mission systems using Genesys’ patent-pending OASIS (Open Architecture System Integration Symbology) toolset. The dual GPS/SBAS navigation system supports all NexGen procedures, including the new PinS (Point in Space) helicopter approaches, USCG search and rescue patterns, and user-defined precision approaches. All engine instruments and master caution lights are replaced with quadruple redundant EICAS (Engine Indication and Crew Alerting System) display pages. Coupled to the avionics suite is a fully digital 3-axis IFR certified autopilot for ultimate safety and pilot workload reduction.
Nearly every piece of technology that airline passengers use in their daily lives enjoys the performance benefits provided by multi-core processors (MCPs). Phones, tablets and computers derive enhanced efficiency by combining multiple central processing unit (CPU) cores, which can share tasks and resources such as cache memory, into one physical unit.
But avionics do not, continuing to rely on single-core processors (SCPs) even as the rest of the industry has moved on to MCPs. “These days in commercial aviation, everything is multi-core outside of avionics,” said Alex Wilson, director of Aerospace & Defense Solutions with Wind River.
Single-core processing remains stubbornly perched atop the avionics world because of the complexities involved with MCP certification.
While FAA and EASA have not yet published official policy regarding the use of MCPs in avionics, the FAA’s Certification Authorities Software Team provided the industry with a guide to certifying authorities’ thinking when it released the CAST-32A Position Paper in 2016. The paper outlines regulators’ main concerns for MCPs reaching the safety, performance and integrity standards of DO-178C, through which certification authorities approve commercial software-based aerospace systems.
The key challenge for MCP certification is providing evidence of predictable behavior between its interconnected subcomponents. According to Dave Radack, associate director – Software Engineering for Collins Aerospace, earning certification on a multi-core system requires analysis of the hardware and software through a systems integration perspective focused on how the interconnected components work together.
“It takes a disciplined, coordinated effort to put together a determinism story for something as complex as a multi-core system,” said Radack.
Mission-critical applications can potentially be impacted if software running on one core affects the performance of software running on another core. Known as “interference,” such impacts can arise through a wide range of possible interference channels, such as cores competing for shared resources. Potential time delays caused by interference are a risk deemed unacceptable in an industry that demands precision and redundancy.
The effects of cross-core interference are a key consideration that avionics manufacturers will need to understand in order to demonstrate the safety of their multicore systems, says Daniel Wright, Rapita Systems technical marketing executive. The accumulated evidence of the mitigation of interference channels needs then to be structured and presented to the certification authority to achieve certification. This requires powerful tools for the execution of timing tests, and robust processes to ensure the compliance with safety standards, such as DO-178C.
Despite these challenges, “the transition into using multi-core systems is inevitable,” says Wright. Rapita provides testing tools like its RapiDaemon technology that simulate maximum interference conditions – conditions that avionics manufacturers will need to show persuasive evidence of being able to identify and control.
Though Wright says their first multi-core certification is still likely 12-24 months way, he’s confident for several reasons that widespread integration of MCPs into commercial avionics is coming sooner rather than later.
For one, the industry’s never-ending quest to squeeze more power into less space. As operators demand functionality that keeps pace with modern innovations, the size, weight and power (SWaP) advantages offered by MCPs are one of the few avenues through which more power can be delivered without adding more weight. “It’s becoming difficult to meet demands for more functionality in your software when it’s on a single-core platform,” notes Wright.
The growing need to execute higher levels of functionality goes hand-in-hand with the increasing affordability of products capable of doing so, says Gregory Sikkens, director, Safety Critical Solutions for CoreAVI, which designs safety-critical graphic and video drivers.
“Today’s system-on chip-devices – which can have multiple processors and graphics processing units (GPUs) within one chip – offer high levels of computing and graphics performance for a reasonable cost,” said Sikkens.
There are also supply chain concerns. The inevitable result of lagging behind global design trends is facing a constricting market for what has become outdated technology. Single-core processors are an increasingly limited product offering little to no upside outside of safety-critical industries; the avionics industry will have no choice but to adapt as the market shifts.
“It’s going to be increasingly hard to get hold of single-core processors,” said Nick Bowles, marketing manager for Rapita Systems. “They’re only really produced for niche industries like aerospace, so their long-term availability is already in question.”
Less immediately urgent but equally vital to aviation’s future growth, MCPs are also a key to unlocking the much-hyped aviation breakthroughs of this era, including autonomous flight. Luuk van Dijk, co-founder and CEO of Switzerland-based Daedalean, describes the industry’s reliance on single-core processing as a roadblock to the development of next generation technologies.
“It’s a matter of processing limitations – it’s completely impossible to perform these functions [using single-core processors],” said van Dijk, whose company is developing autonomous piloting software systems for civil aircraft and future urban air mobility platforms.
The road ahead for MCPs in avionics involves answering complex questions to the satisfaction of regulators – a process with no precise timetable. But the unavoidable performance benefits will be a strong motivating factor to find those answers soon, says Lucas Fryzek, field application engineer at CoreAVI.
“If you look at the global industry outside of the safety-critical domains, all of the major performance gains we’re seeing come from adopting multi-core technology,” said Fryzek. “For industries with safety-critical requirements to catch up, they’ll need to have a plan for properly supporting multi-core integration.”
The rigors of the certification process are the primary reason why, despite its increasingly glaring technical limitations, single-core persists as the go-to option for commercial avionics.
“You have to prove to the certification authority that you can successfully run a Design Assurance Level (DAL) A application at the highest level next to a DAL B or C,” said Wilson. “Achieving that on a single-core system means time-slicing the CPU by giving each application time to run – reducing your performance impact to stay safe. Multi-core gives you real advantages because you’re able to give these functions a full core to use.”
But those same advantages come with liabilities. Wilson points out the necessity to prove to regulators that, for example, a non-safety application crashing won’t affect a safety-critical application. This has the effect of making testing a much more difficult and time-consuming process – particularly when every multi-core device has different architecture.
Measuring software timing behavior using single-core processors is relatively straightforward, says Wright, because you can clearly identify a deterministic worst case execution time for that software.
However, for a multi-core system, “It’s an incredibly complex multi-factorial endeavor,” Wright explained. “You have to consider hardware components and interconnects all impacted by different architecture, systems and partitioning mechanisms you have.”
The sheer number of potential causes for interference makes identifying them the longest task in the multi-core testing process, notes Radack. Interference can be found between cores, between cores and peripherals, between the arrangement of the processors, even between two different peripherals – which may be talking to each other and using resources that safety-critical software could also be using, causing interference without ever directly talking to those applications.
“You’re looking for any place where a given resource could be shared across multiple entities and then you need to look at the mechanism and the use case,” said Radack. “Is it a one-time shot or are there continually going to be collisions over shared resources?”
Another challenge is finding the right approach to mitigating interference, which Richard Jaenicke, director of Marketing at Green Hills Software, warns can drive tenfold growth in worse-case execution time, depending on the number of cores. To make the investment worthwhile, you must reduce interference without dramatically impacting the multi-core utilization that enables superior results.
“In order to get the performance and consolidation benefits of multi-core processors, you need to get high utilization of the cores,” said Jaenicke. “The problem is that most attempts to mitigate multicore interference cause vast underutilization of the processor cores. An extreme example is holding all cores but one idle to ensure no interference from the other cores.”
What do aircraft operators ultimately gain from concerted efforts by vendors and regulators to clear certification hurdles? The answer includes both short-term financial benefits and a long-term role as one of the linchpins for the industry’s technological evolution.
“Multi-core processing allows operators to include more processing capability into units of any type for less size, weight and power consumption, and ultimately less cost,” said Radack. “Installing additional components means adding weight from wires and mounting tray. If you can get that processing power without additional units, it translates into significant fuel savings over time.”
Rick Hearn, senior product manager with Curtiss-Wright Defense Solutions, says MCPs allow operators to absorb numerous applications that used to run in systems across the aircraft into a single unit.
“They also allow you to have different certification levels for all those different functions spread across multiple cores,” added Hearn, whose company provides safety-critical hardware for the defense and commercial markets.
There are also tangible safety gains, according to Hearn. When information is getting to pilots faster and clearer, “[it] decreases the effort that the pilot has to put into flying the aircraft, lessens the workload, and ultimately creates an overall safer working environment,” said Hearn.
MCP-derived performance will ultimately be necessary to continue using the increasingly complex functionality available to pilots. For example, MCPs can drive sensor fusion algorithms for operating in degraded visual environments. Figuring out certification issues is “extremely critical” to being able to keep up with these kinds of technological advances, according to Radack.
“All of these emerging technologies that we’re looking at leveraging into avionics – machine learning, A.I., advanced visual systems – come at the price of processing needs,” said Radack. “To perform these advanced features in a world where timely performance must be guaranteed, you need the processing capabilities to run through all those algorithms quickly. That goes well beyond what our fielded aviation systems deploy today using single-core processors.”
For an aerospace industry peering at a future in which transportation is transformed by the confluence of physical and digital breakthroughs, multi-core processing has become a key component of efforts to bring the next generation of cutting edge technology to life.
“Most next-gen technologies will require multi-core processing as well as other processor enhancements such as A.I.-specific instruction set extensions,” said Jaenicke with Green Hills Software, which provides real-time operating systems and embedded development solutions.
Jaenicke notes that most types of A.I., such as machine learning and deep learning, are still very far from being accepted in safety-critical avionics. DO-178C certification with multi-core processing has taken more than a decade, and he expects full implementation of A.I. to take even longer.
“That said, A.I. can be applied now to non-safety-critical applications such as fuel consumption optimization, analyzing engine data for predictive maintenance, and strategic weather planning,” said Jaenicke
MCPs play a critical role in Daedalean’s efforts in the autonomous flying sector. To process visuals alone requires a 5-12 megapixel digital camera feeding the A.I. 20-30 frames per second – demanding up to 6 gigabits per second, which van Dijk says he could never do with SCPs.
“We want to use modern computer vision and deep learning techniques that involve neural networks, so that I can show an image and it will draw a box around the runway or airplane,” said van Dijk. “We have a large amount of simultaneous operations, and we need multiple processors to do it.”
He forecasts a future in which advanced avionics can enable aircraft operators to reduce the role of what is, statistically and increasingly in comparison to technology, the weakest link in the aviation process: the human component.
“Right now, our aviation system in IFR relies on two humans communicating over voice link, a system already operating at capacity,” said van Dijk. “To make denser use of the airspace, including urban air mobility and eVTOL, you will need to eliminate the human as the performance bottleneck. That is impossible without multi-core processing power.”
The certification challenges are not trivial, says van Dijk, but he says misconceptions about MCPs being difficult to understand are overwrought. Wilson agrees, saying that the industry generally knows where multi-core processors stand in the safety certification process, and there is widespread agreement that they will ultimately become the norm. “What really excites me is A.I. – adding it to avionics is such a complete unknown because it’s so different to the ways we’ve developed software before,” he said.
He says that the increasing attention it’s receiving within the industry represents a promising sign that intellectual and financial resources are being put toward the question.
“You’re seeing more and more people at conferences discuss how they’d certify A.I. on an aircraft,” he said. “I doubt regulators have the same opinion right now, but I think it’s got to come at some stage.”
W. L. Gore & Associates today announced that Bret Snyder, chair of the Gore board of directors, will succeed Jason Field in the role of president and CEO effective Oct. 9, 2020. Jason will remain with the Enterprise through December 2020 to support a smooth transition.
“I have enjoyed my 16 years as a Gore Associate and am really proud of what we have accomplished together these last three years – in particular, increasing Associate engagement and growing sales and earnings, including through the pandemic challenge,” said president and CEO Jason Field. “Bret and I have worked closely together over the last few years, and I am confident Bret is uniquely positioned to lead Gore. He is especially close to the Gore values and culture that have made our Enterprise successful and are important to its continued success.”
Bret brings 25 years of experience in research, innovation and entrepreneurial growth to the role of president and CEO, with successes both inside and outside Gore. Since joining the Enterprise in 2008, Bret has served in various technical and leadership roles throughout his career at Gore. Bret will continue to serve as the chair of the board, a position he has held since 2016. As the grandson of Gore’s founders Bill and Vieve Gore, Bret is the third generation of Gore family members to serve in the dual role of president and board chair.
“I have the utmost respect for Jason’s leadership of Gore the last few years and have enjoyed working with him. He has embodied leading with integrity and has demonstrated a deeply personal commitment to the success of our Enterprise, our products and our Associates,” said Bret Snyder, chair of the board. “I am honored to assume leadership of the Enterprise at this time and continue the positive momentum we have underway at Gore.”
Bret’s initial commitment upon joining Gore was in the Core Technology function, developing new materials for all the product divisions and working to expand Gore’s material science capabilities. He went on to join the PharmBIO business as a new product development engineer. Bret then served as technical leader for the portable electronics venting business, where he led through winning several large orders that significantly increased sales. Prior to joining Gore, Bret worked at Rohm and Haas, where he developed technology and served as a business and operations leader for the AgroFresh subsidiary. Bret holds a PhD in chemical engineering from University of Washington College of Engineering and a bachelor of science degree in chemical engineering from Brown University.
TSMC awarded Ansys two Open Integration Platform (OIP) Partner of the Year awards. Ansys’ multiphysics simulation solutions for TSMC’s world-class 3nm process and highly sophisticated three-dimensional integrated circuit (3D-IC) advanced packaging technologies help mutual customers speed the design of smartphone, high-performance computing, automotive and Internet of Things systems.
Ansys secured an award in the category of Joint Development of 3nm Design Infrastructure for delivering Ansys RedHawk-SC and Ansys Tote™. These foundry-certified, state-of-the-art power integrity and electromigration signoff tools were optimized for TSMC’s 3nm process technology, enabling customers to satisfy key power, thermal and reliability requirements for cutting-edge applications.
Additionally, Ansys earned an award in the category of Joint Development of 3D-IC Design Productivity Solution for providing Ansys RedHawk, Ansys RedHawk-SC Electrothermal and Ansys RaptorH. These advanced semiconductor analysis tools were certified for the latest variant of TSMC’s high-speed, leading-edge CoWoS and InFO 3D-IC packaging technologies, empowering customers to simulate and alleviate power and thermal reliability issues and to achieve optimal electrical performance.
“We’re pleased to congratulate Ansys as the winner of two 2020 TSMC OIP Partner of the Year awards. These awards are a testament to their delivery of multiphysics simulation solutions that enable customer design success, benefitting from the significant power and performance boost of TSMC’s latest and most advanced technologies,” said Suk Lee, senior director of Design Infrastructure Management Division at TSMC. “Together, we will continue to overcome customers’ design challenges and speed breakthrough silicon innovations with increased confidence.”
“Mutual customers rely on Ansys’ industry-leading simulation solutions to ensure maximum electronics system performance and reliability for next-generation system-on-chip architectures and groundbreaking 3D-IC design solutions,” said John Lee, vice president and general manager at Ansys. “Receiving two TSMC OIP Partner of the Year awards for 3nm and 3DIC design solutions reflects our long-time role as a trusted signoff partner for TSMC’s latest technologies and Ansys is committed to continuing that tradition, helping TSMC drive development of new silicon systems for highly innovative applications.”
DDC-I, a software and professional services supplier for mission- and safety-critical applications, and wolfSSL, a provider of TLS cryptography, announced recently the availability of the wolfCrypt cryptography library and certification kit, certifiable to DO-178C Level A, for DDC-I’s Deos DO-178C safety-critical real-time operating system. The two say this gives avionics developers a flexible, compact and high-performance COTS solution for quickly delivering a secure, FIPS 140-2 validated, communications.
Deos has provided a foundation for secure systems. Its modularity, hard partitioning, denial of dynamic operations, integrity checks and controlled interprocess communications all make it a good environment for high assurance systems, according the the companies. The addition of wolfCrypt provides the proper cryptographic underpinnings for secure data transport, boot and firmware upgrades. Together, they say Deos and wolfCrypt provide trusted, military-grade security to connected avionics systems for not only military systems, but also Urban Air Mobility and next generation commercial avionics systems.
“DDC-I and wolfSSL provide best in class RTOS and crypto technology for DO-178C high design assurance applications that are not offered elsewhere,” said Greg Rose, vice president of marketing and product management at DDC-I. “Contrasting with the closed and restrictive approach most RTOS suppliers have taken with security, DDC-I has stayed firm to an open model leveraging third party solutions so customers can use the vendor and solution that works best for them. As a result, Deos users are empowered to incorporate the best-in-class technology available in the market, such as the products from wolfSSL, to solve their unique system requirements.”
“The integration of Deos and wolfCrypt should prove very attractive to avionics developers who require a secure, out-of-the-box, safety-critical solution that comes ready to certify, complete with DAL A evidence,” said Larry Stefonic, CEO and Founder at wolfSSL. “We have a very strong working relationship with DDC-I and find Deos to be quite straightforward to work with. Together, I believe we offer our joint customers a world class platform that features best-in-class RTOS and security.”
The wolfSSL embedded SSL library is a lightweight, portable, C language-based SSL/TLS library that targets embedded and RTOS environments for connected applications such as avionics. Featuring FIPS 140-2 certified cryptography, the compact library supports industry standards up to TLS 1.3 and DTLS 1.2, is up to 20 times smaller than OpenSSL, offers a simple API, provides an OpenSSL compatibility layer, and includes OCSP and CRL support.
To facilitate DO-178C level A certification, the wolfCrypt certification kit provides traceable artifacts for the following encryption algorithms: SHA-256 message digest; AES encryption and decryption; RSA for signing and verifying messages; and chacha20_poly1305 for authenticated encryption and decryption. Any of the FIPS 140-2 validated crypto algorithms can be used in DO-178 mode for combined FIPS 140-2/DO 178 consumption.
From 3D printing rockets to building electric motorcycles to reinventing how produce is grown, more than 1000 startup companies from around the world are employing Ansys simulation solutions to design next-generation products and processes. Launched in 2016, the rapidly expanding Ansys Startup Program has doubled in size over the last two years, supporting startups from 44 countries across a range of industries including aerospace and defense, high tech, energy, automotive and many more.
Faced with limited funding and revenue, many startups must rely on building and testing physical prototypes to verify product performance, which often requires considerable financial and human resources. The physical prototyping process is also notoriously time-consuming, which increases barriers for winning the race to market against potential competitors. To overcome these challenges, entrepreneurs are using Ansys engineering simulation solutions to design and validate product performance with a minimum investment of time and cost.
The Ansys Startup Program equips the startup ecosystem with access to Ansys’ broad portfolio of simulation solutions, bundled and affordably priced to help early-stage entrepreneurs grow their businesses quickly while stretching their funding further. This enables engineers to validate product performance and reliability within virtual environments — significantly reducing physical prototype tests.
The Onward Project, a recent addition to the Ansys Startup Program, leverages Ansys Discovery to optimize the design of AdvenChair, a first-of-its-kind, all-terrain, human-powered wheelchair that blends an adjustable sit-ski seat with mountain bike technology to help riders traverse challenging wilderness trails.
“We created the AdvenChair so that people with mobility issues can continue enjoying the great outdoors, beyond where the pavement ends,” said Geoff Babb, AdvenChairman of The Onward Project. “Upfront simulation is a necessity for us to make that vision a reality. We’re implementing Ansys Discovery into our design process to reduce weight, maintain structural integrity and ultimately cut costs, resulting in a better, more budget-friendly product.”
Firefly Aerospace joined the Ansys Startup Program in 2017, using a combination of Ansys solutions to design launch vehicles capable of taking small payloads to space. The company became a commercial Ansys customer in 2019 and still relies heavily on Ansys for everything from fluid dynamics to heat transfer to metallic propulsion hardware.
“At Firefly, our work is quite literally rocket science,” said Tom Markusic, CEO of Firefly Aerospace. “It takes an enormous amount of simulation and modeling to design components that withstand the tremendous liftoff, flight and space environments. Leveraging the suite of Ansys tools allows us to ensure a design works with limited test iterations, providing up to $5 million in cost savings in engine cooling design, $10 million in increasing engine thrust and up to $500,000 in mass optimizations.”
“Ansys views simulation as a superpower and, in many cases, startups are the true superheroes,” said Prith Banerjee, chief technology officer at Ansys. “The Ansys Startup Program champions the next era of startup companies, equipping them with cutting-edge, cost-effective simulation solutions to pioneer new products that push the envelope of what’s possible and quickly scale their businesses.”
W. L. Gore & Associates announced a new solution that meets higher voltages as the trend continues towards aircraft electrification to reduce the impact of air transport on the environment. GORE High Performance Aerospace Wires, GWN3000 Series, deliver a combination of mechanical strength and electrical reliability without increasing wire bundle size or weight, the company says.
Ensure System Reliability over Time
GORE High Performance Aerospace Wires, GWN3000 Series, provide a higher level of mechanical and electrical performance over time in current and next-gen aircraft. They ensure EWIS (electrical wire interconnection systems) reliability, increase operational readiness, improve safety and reduce total lifecycle costs, according to the company.
The GWN3000 Series meets and even exceeds new rigorous industry standards that require higher levels of electrical and mechanical durability for wire bundles operating in extreme aerospace environments.
“We’re excited to offer a single, long-term solution to the industry that can solve complex EWIS challenges in today’s and next-gen aircraft,” said Jim Carothers, product manager.
New-generation engines and aerodynamic optimization have lowered fuel burn during the past half century of jet-age travel. However, recent efficiency and environmental gains are incremental compared to the paradigm shift inherent in an eventual transition to all-electric aircraft. That revolution and the near-term steps required to achieve it rely not just on new battery technology, but also the ability to deliver power sufficient to replace current systems based on combustion, hydraulics or pneumatics.
Gore’s chemically inert wire insulation does not degrade after exposure to harsh chemicals or humidity, the company says. The GWN3000 Series also reduces the risk of chafing, abrasion, and cut-through failures while easily tolerating wide temperature ranges. This new wire insulation meets mechanical, electrical, and material stability needs in one solution for complex wiring systems in commercial and defense aircraft.
For more information about the GWN3000 Series of GORE High Performance Aerospace Wires for commercial and defense aircraft, visit gore.com/highperformancewires.
Jet Maintenance Solutions (JET MS) has begun a partnership with Becker Avionics.
“We are pleased to begin our partnership with Becker Avionics, a reputable and history-rich aircraft communication and navigation equipment producer. Our partnership is yet another step towards a wider and quality-oriented list of suppliers, available to Jet Maintenance Solutions clients. With further goals of strengthening the company’s global brand, we believe that continuous search of new partnerships will allow Jet Maintenance Solutions to excel, deliver high-quality services and provide an unmatched level of flexibility when it comes to aircraft maintenance and repair as well as in spare parts supply services,” says Vytis Zalimas, the CEO of Jet Maintenance Solutions.
“We are proud to announce our partnership with Jet Maintenance Solutions, looking forward to cooperate successfully and strengthen our mutual businesses on an international basis. With Jet Maintenance, we have found a reliable, highly professional and well known partner in the sector of maintenance and repair for private and business jets,” adds Detlef Haag, the CEO of Becker Avionics.
Jet Maintenance Solutions says they are focused on becoming a one-stop shop for all private and business jet maintenance and repair matters. Being the first provider of Bombardier CL604 7800 landings inspection and a noble name in design and fitting of luxury centered interiors, Jet Maintenance Solutions is constantly improving and extending its list of services available to custom tailored business and regional aircraft.
Air Transport Services Group (ATSG) selected GE Aviation for a comprehensive digital agreement including FlightPulse and eFOQA. The program gives ATSG subsidiary airlines ABX Air, Air Transport International, and Omni Air International access to advanced analytics with enriched data sets that will ultimately drive greater understanding of flight trends. This program implementation includes the Boeing 777, 767, and 757 aircraft.
“GE Aviation’s FlightPulse and eFOQA are integral tools used by our airlines to enhance their already rigorous safety programs and further ensure that our training programs and operating policies are meeting the highest standards of operational excellence,” commented Ed Koharik, chief operating officer with ATSG.
FlightPulse is a mobile app that uses aircraft data and smart analytics to enable pilots to securely access their own flying metrics and trends. FlightPulse can be used to optimize efficiency, reduce operational risk, and improve pilot awareness through advanced flight data analytics.
“FlightPulse will be used to put actionable and relevant pre- and post-flight information in pilots’ hands allowing them to operate at the highest level of effectiveness,” said Andrew Coleman, GM of the Digital Group for GE Aviation. “When FlightPulse and eFOQA are combined, quality and accurate data provide a major enabler to improving safety, efficiency and sustainability.”
FOQA (Flight Operations Quality Assurance), also commonly referred to as FDM (Flight Data Monitoring), is the process of analyzing and reviewing routinely recorded flight data. Airlines and operators that adopt FOQA are better able to identify and eliminate potential safety hazards in flight operations.
eFOQA is GE Aviation’s service for helping operators around the world understand and improve safety. GE’s patented analytics software fuses meteorological information, navigation data, and terrain mapping to identify safety events and measurements on thousands of flights every day.