Smartwings Group Selects Conduce eTechLog8

Czechia-based airline Smartwings Group has selected the Conduce eTechLog8 solution for deployment across the fleet. The selection of Conduce was taken after fully evaluating the ELB market over a period of time. The evaluation process was both lengthy and detailed, including at one stage considering the option to develop an application internally.

Ultimately the selection of Conduce as its ELB provider was made for several reasons. These included the fact that Conduce had a wide variety of airlines, including scheduled, cargo, ACMI and specialist operators, giving Smartwings the confidence that the application could handle all the operations conducted across the Smartwings Group.

Petr Hutla, director of technical procurement stated that “By selecting Conduce to provide our ELB solution we know that we have selected an extremely competent partner to join us on the digitalisation journey. During our evaluation and selection process we saw Conduce grow and further develop its solutions as more and more airlines subscribed for the service. We are convinced that Smartwings will benefit greatly from the adoption of eTechLog8.”

eTechLog8 is part of a mission critical suite of applications and will provide flight crew, cabin crew and engineers alike with an intuitive, user-friendly electronic solution for the completion of flight logs, defect findings and actions, servicing and acceptance into service. Automatic data transmission from the tail-assigned cockpit devices will give MCC / MOC real time aircraft technical status. Also included is full integration with the fleet MELs along with interactive LOPA charts for cabin defect reporting. This will allow for greater efficiency during both the aircraft turnaround phase alongside the enablement of proactive planning for maintenance tasks across the fleet.

The project will also involve full integration with several of Smartwings existing solutions, including ACARS, CAMO/MRO systems and flight scheduling software.

“Conduce is very excited and pleased to welcome Smartwings Group as its newest eTechLog8 customer,” said Paul Boyd, managing director at Conduce. “The project will be to implement eTechLog8 across the four AOCs under which the Smartwings Group operates, thus further increasing the reach of eTechLog8 in Europe. We are very pleased to be working with such a dedicated team based in Prague.”

Safety Expert Jeff Guzzetti Adds Perspective to Recent NYT Article About Aviation Safety

In late August, The New York Times published an exposé called “Airline Close Calls Happen Far More Often Than Previously Known” by Sydney Ember and Emily Steel. The story purports that near-catastrophic events in commercial aviation are increasing. The article says the Aviation Safety Reporting System (ASRS) (also known to many in the aviation industry as the NASA reporting system because for many years that program has been overseen and monitored by NASA) has reports that indicate these events have more than doubled over the past decade.

Does the NYT article get it right? Or are they fearmongering? Perhaps we are just privy to more information than in years past, creating a sense that these events are increasing? The Federal Aviation Administration (FAA) was quick to respond, saying in a statement, “The U.S. aviation system is the safest in the world, but one close call is one too many. The FAA and the aviation community are pursuing a goal of zero serious close calls, a commitment from the Safety Summit in March. The same approach virtually eliminated the risk of fatalities aboard U.S. commercial airlines. Since 2009, U.S. carriers have transported more than the world’s population with no fatal crashes.”

Additionally, the FAA noted that data shows runway incursions are steadily decreasing and released a statement saying the FAA will hold runway safety meetings at approximately 90 airports between now and the end of September. “Sharing information is critical to improving safety,” said Tim Arel, chief operating officer of the FAA’s Air Traffic Organization. “These meetings, along with other efforts, will help us achieve our goal of zero close calls.”

Whether or not the NYT or the FAA is more correct, one thing is certain. The flying public puts their trust in the air transportation system and deserves the safest possible system within the constraints of human frailty.

To gain more clarity on this report and our commercial aviation safety record, I spoke to aviation safety expert Jeff Guzzetti. Guzzetti is a 40-year aviation safety industry veteran having held leadership positions within the FAA, the NTSB, the Office of The Inspector General – Aviation and now as head of GuARD (Guzzetti Aviation Risk Discovery) and analyst for multiple news outlets. I quoted Guzzetti in my ednote but space did not allow for all of his input to be included in the print issue. Here are all of Guzzetti’s complete answers to my questions:

1. Are these near-catastrophic events increasing? 

No. The article even says so, by quoting FAA statistics that, after a rise in 2013, the number has gone done since 2018 to now.  And what is “catastrophic” anyway? What timeframe is being selected for the “increase.”

Also, runway incursions are classified as “A”, “B”, “C”, and “D”, with “A” being the “near-catastrophic” ones, B being concerning, and C and D being very minor. Also, most Class A events involve single-engine Cessna and Pipers, not airliners. Class A events involving airliners have not increased.

2. Does the NYT article get anything right?

They get most of it right, but the article seems to promote an erroneous impression of “the sky is falling.” Their facts are correct, but their cherry-picked NASA ASRS narratives and quotes from disgruntled ATC controllers do not provide a balanced or nuanced description of the current situation.

3. Are they fear mongering?

Yes. Not outrageously so, but yes. I don’t think they intended to “fear-monger,” but, to them — journalists who live outside of the day-to-day aviation operations — their research was “shocking” to them.

4. Are we just privy to more information than years past, creating a sense that these events are increasing?

Yes. The commercial aviation community is safer today because most airlines have adopted “non-punitive” self-reporting systems that has generated significantly more information about “near misses” or mistakes that could have led to accidents. You can’t fix what you don’t know is broken, which is why we are privy to more information. Additionally, for air traffic control issues, new technology has allowed better automatic reporting, and the FAA has developed and promoted a non-punitive voluntary safety reporting program called “ATSAP”  — Air Traffic Safety Action Program.

5. The article refers to “a safety net under mounting stress” — does that reference ring true?

I think it would be more accurate and appropriate to say that it is a “safety net under stress”…delete “mounting”.  The aviation safety net is constantly under varying levels and types of “stress.”  For example, using satellite-based navigation and glass cockpits has significantly lessened the stress on the safety net over the years (compared to ADF approaches with steam gauges), but new challenges like increasing air travel, a temporary shortage of controllers, and a pilot shortage have replaced that stress to some degree.

6. The article says “ASRS reports have more than doubled.” Is that accurate? What types of reports?

What does that mean? Are they referring to all NASA reports? Or just ones from airline pilots who report near misses? Regardless, I am not sure what has doubled, or why. But I do know that pilots notoriously over-exaggerate these types of occurrences because it is hard to accurately perceive distances and flight dynamics. The rule of thumb at the NTSB for comparing DFDR data with pilot comments was a three-to-one ratio (i.e., “we were in a 90-degree bank !”, when the DFDR indicated 35 degrees).

7. The NYT article has current and former ATC controllers saying that “close calls were happening so frequently that they feared it was only a matter of time until a deadly crash occurred.” Is this believable? Accurate?

I don’t believe it. This statement is truly fearmongering. Did every controller they talked to say this? I doubt it. And what does it mean to say “it is only a matter of time until a deadly crash occurs.”? Not to be glib, but It is “only a matter of time” before we all die. 

8. What else needs visibility in aviation safety?

a. Lack of a permanent, strong, qualified FAA Administrator, causing a decrease in morale, support, and stability of the FAA workforce

b. FAA employee brain-drain due to retirements, and a lack of adequate respect and incentives to recruit the next generation of inspectors and engineers.

c. Lack of an adequate budget to fund new technology.

d. Significant mechanic shortage.

9. Do you agree with the article that there is a shortage of air traffic controllers? If so, why does that shortage exist?

Yes. I very much agree. The NYT got this right. The proof can be found in a recent audit report from the DOT Inspector General. Like all of their reports, the DOT IG report on air traffic controllers is accurate and non-biased. Here is a link to that report:

10. Does the “uptick” in events, if any, have anything to do with the influx of new, less experienced pilots?

Yes. To some degree, in my view. There does appear to be more improper flightcrew actions occurring, possibly due to inexperience and less competent pilots. But I don’t know exactly how much of a role that is playing. It’s anecdotal.

11. What safety equipment is needed on the ground and in airplanes?

I agree with the article’s critique about the FAA’s failure to implement Runway Safety Technologies (such as ASSC and ASDE-X). That equipment has been available for years, but FAA has dragged their feet on implementing it, because it is lost in a sea of crisis-of-the-day priorities.

Also, the development of “sense and avoid” and AI tech should be accelerated.

But I think that technology is only a part of the solution. It is the HUMAN element that needs to be nourished. For example, runway safety meetings (like the FAA recently announced) need to occur more frequently. The FAA should be allowed to “over hire” controllers so that there are trained and experienced controllers instantly ready to replace retired controllers. The initial and recurrent training of controllers should be enhanced. Safety management systems should be better implemented.

12. Are we simply due for a major airline accident?

No. We should not tolerate such an accident from occurring. One will occur eventually, but not because “we are due.” And hopefully not anytime soon.

I find it stunning that the last time we had a Part 121 major airline accident in the U.S., involving a large jet airplane, was American Airlines Flight 587 in New York…22 years ago. Then, there was the Part 121 small jet airplane accident in Lexington, Kentucky a few years later. We are talking about decades since the last large jet airline disaster. And in a nation with the densest and most populous air traffic in the world. 

13. What about duty time for controllers? Is that an issue that might be contributing to aviation safety?

Many controllers earn well over $200,000 a year. Some can earn more if they subject themselves to volunteer overtime. Even the NYT article indicates that the controllers want this schedule. And the schedule was improved after the “sleeping controller” fiasco a few years back.

That said, I agree that the controller shortage is a stressor on the system, but there are standards in place to decrease the flow of traffic at the locations of the facilities.

14. FAA lacks a plan to hire controllers. What should they be doing?

Page 18 of the recent DOT OIG report that I mentioned earlier (see link above) provides some answers:

To improve FAA’s ability to ensure adequate staffing at its critical facilities, we recommend that the Federal Aviation Administrator:

1. Complete a comprehensive review of the model for distribution of certified professional controllers (CPC) for air traffic control facilities and update interim CPC staffing levels as necessary.

2. Implement a new labor distribution system that includes features such as timekeeping, overtime and Controller-in-Charge tracking, and real-time leave balances.

15. How do we stop the fraying?

Aviation safety is all about MANAGING RISKS.  There will always be risks (i.e., fraying”) associated with flight.  We will never be able to “stop” the risks if we continue to fly, but we can mitigate them to an “acceptable” level.  I think the FAA is doing a good job of that.

16. Are there any other sources of information about this situation that interested parties should be looking at?

These DOT OIG reports:

Turkish Airlines Extends Partnership With Accelya for Data Analytics Solutions

Turkish Airlines Extends Partnership With Accelya for Data Analytics Solutions

Istanbul-based flag carrier Turkish Airlines has renewed its existing agreement with Accelya. Through the agreement, Turkish Airlines will use Accelya’s data and analytics capabilities to obtain market intelligence across its main markets, helping the carrier identify targeted opportunities.

Used by airline station managers and sales teams worldwide, Accelya’s Industry Insights solution provides instant information on an airline’s market share against its competitors. In just a few clicks, the web-based solution enables superior decision making to improve market share and ensure increased competitiveness.

“We’re delighted to extend our partnership with one of Europe’s leading carriers and look forward to empowering Turkish Airlines’ commercial department with accurate industry insights for many more years,” commented Artur Farinha, SVP of industry and analytics at Accelya. “With complete coverage of the main markets of Turkish Airlines, we’re confident that Accelya’s Industry Insights solution will continue to unlock new revenue opportunities for the airline.”

“Over the last six years, Accelya’s robust and reliable services have ensured our sales leaders delivered on budget and could create additional value for the airline,” added Ali Fuat, VP of sales analytics and online channels at Turkish Airlines. “As we continue to see strong demand on our domestic and international routes, Accelya’s accurate industry insights, and their integration with other Accelya portfolio solutions, will play a key role in enabling a smooth user experience across our commercial department.”

FAA Invests Another $121M to Reduce Chance of Close Calls at Airports

The Federal Aviation Administration has awarded more than $121 million to airports across the country to reduce the risk of runway incursions. Projects will reconfigure taxiways that may cause confusion, install new lighting systems and provide more flexibility on the airfield.

“The FAA is serious about ending runway incursions and we are putting substantial resources behind our efforts,” said Associate Administrator for Airports Shannetta Griffin, P.E. “In some cases the best way to address safety risks is modifying or reconfiguring existing airfields – these grants directly address those situations.”

Recent projects announced today: 

  • Boston Logan International: $44.9 million to simplify airfield layout by removing part of Taxiway Q and F as identified in the airport’s runway incursion mitigation plan; rehabilitates Taxiway T, N and M pavement to ensure safe airfield operations and 10,083 feet of the existing Runway 15R/33L to maintain the structural integrity of the pavement and to minimize foreign object debris.
  • Ted Stevens Anchorage International Airport: $39.8 million to simplify airfield layout by removing part of Taxiway Z to for geometric improvements; installs a new Taxiway E lighting system for Taxiway E and R  to enhance safe airfield operations during low visibility conditions; extends Taxiway Z an additional 400 feet to meet the operational needs of the airport; widens Taxiway Z and E due to a change in the critical design aircraft using the airport and extends Taxiway R to meet the operational needs of the airport.
  • Ronald Reagan Washington National Airport: $5 million to begin construction of new connector taxiways to Runways 1/19 and 15/33 to reduce the delays of existing traffic and reconfigures Taxiways J, K, L, N, N1, S and Hold Bays 15 and 19 to meet Federal Aviation Administration design standards.
  • Willow Run Airport, Detroit, Michigan: $12.8 million to construct a 6,720 foot parallel Taxiway A to eliminate the need for aircraft to back-taxi on the runway. 
  • Eugene F. Kranz Toledo Express Airport, Ohio: $4.6 million to shift Taxiway B11 from its current airfield location to 450 feet east to meet FAA design standards and improve 16,450 square feet of the airport’s taxiway safety area erosion control system to eliminate ponding on airfield surfaces to meet Federal Aviation Administration design standards.
  • Richmond International Airport, Virginia: $5.6 million to shift Taxiway E from its current airfield location to the north to meet Federal Aviation Administration design standards.
  • Jackson Hole Airport, Wyoming: $2.6 million to construct a 1,500 foot Taxiway to eliminate the need for aircraft to back-taxi on the runway and to rehabilitate 2,400 feet of the existing Taxiway A pavement to maintain the structural integrity of the pavement and to minimize foreign object debris.
  • Naples Municipal Airport, Florida: $3.5 million to reconfigure Taxiway A at the intersection with Taxiway B to improve non-standard pavement geometry; shift Taxiway A3 and reconstruct 3,000 feet of the existing service road to enable the safe movement of vehicles and ground service equipment.

In March, the FAA held a safety summit to address recent incidents. The summit brought together leaders from across the aviation sector, including airlines, flight and ground crews, and air traffic control, to find potential causes and needed actions to uphold safety.

The FAA has introduced several runway safety technologies to provide pilots and controllers increased situational awareness.

  • Runway Status Lights: The in-pavement lights alert pilots that entering a runway is unsafe due to other traffic on or approaching the runway. 
  • Airport Surface Detection Equipment, Model X (ASDE-X): A surveillance system using radar, multilateration and satellite technology that allows air traffic controllers to track surface movement of aircraft and vehicles. It or its sister system, Airport Surface Surveillance Capability, is located at the country’s 43 largest airports. 
  • ASDE-X Taxiway Arrival Prediction: Predicts when a pilot lines up to land on a taxiway and provides a visual and audible alert to controllers.

The recently announced funding comes from several sources, including the FAA’s Airport Improvement Program and the Bipartisan Infrastructure Law. 

UK NATS Shuts Down Due to Technical Problem

The National Air Traffic Service (NATS) of Britain shut down Monday, August 28 due to technical issues. The shutdown caused major problems for travelers on flights. The issue was resolved but the ramifications continued to reverberate throughout the system in Europe impacting travelers trying to return from abroad as well as those departing the UK.

The agency said their automatic flight plans processing system malfunctioned. This required them manually input data and caused numerous delays and cancellations.

A statement made by video said the system was repaired. “It was fixed earlier on this afternoon. However, it will take some time for flights to return to normal, and we will continue to work with the airlines and the airports to recover the situation,” said NATS operations director Juliet Kennedy in a video on its website. “Our absolute priority is safety and we will be investigating very thoroughly what happened today.”

“The flight planning issue affected the system’s ability to automatically process flight plans, meaning that flight plans had to be processed manually which cannot be done at the same volume, hence the requirement for traffic flow restrictions. Our priority is always to ensure that every flight in the UK remains safe and we are sincerely sorry for the disruption this is causing. Please contact your airline for information on how this may affect your flight,” the statement said.

Digitization of Flight Operations Manuals

Digitization of Flight Operations Manuals

Tom Samuel, CEO of Comply365, says that the move to a single platform for authoring and distribution of operations manuals is a recent trend.

The overall business need for airlines is the need to streamline their operational content management processes — and they prefer a single platform for authoring and revision management, as well as distribution and compliance tracking for all types of operational manuals and to make them easily accessible to customers across all departments. One obstacle here is the different formats in use for OEM manuals (XML) and company manuals (Word) for flight operations and for technical operations (SGML but also have to integrate with engineering and maintenance ERP systems).

Comply365 is seeing increased adoption of their ProAuthor platform from all types and sizes of airlines. Some of these are established operators coming to the technology for the first time, while others are start-ups that see the technology as a way to establish a solid foundation.

A good example of the latter is MYAirline, a Malaysian low cost carrier, that selected and started using Comply365 before it even started flying Airbus A320s in December 2022. As part of the Air Operator Certificate (AOC) process, the airline’s Document Management team and Subject Matter Experts collaborated, and used ProAuthor to create operational manuals and handbooks from scratch for eight departments across the airline.

During the creation of MYAirline’s operations manuals, tags were applied that allowed reusable content to be standardized across all manuals, and specific electronic forms and workflows were created That allowed for better congruency and optimization across all authoring and reviewing processes.

The airline has also mapped their manual content against Civil Aviation Authority of Malaysia (CAAM) regulations and IOSA Standards and Recommended Practices (ISARP) to ensure effective governance, empowering compliance monitoring from the start, and drastically reducing the time it takes to prepare for audits.

However, today there are still obstacles that prevent airlines from getting significant operational value through their operational content management processes. Airlines still focus on delivering a set of operational manuals to front-line staff — pilots cabin crew, mechanics — rather than thinking about delivering specific context-specific operational content to their front-line staff, such as information pertinent to an individual aircraft (perhaps with a slightly different equipment fit from others in the fleet) or information specific to the destination and diversion airports for a particular flight.

A recent new customer is Calm Air, which operates ATR 42s and ATR 72s on passenger and cargo services to small communities in the far north of Canada. Crews will now be able to review and comply with their most up-to-date operational content more accurately and quickly, even in the most remote locations — Gillam Airport has a 5,000 ft gravel runway. The airline also will be able to deliver content and personalized notifications based on roles and locations and drive higher rates of compliance with reporting insights. Electronic forms also will allow crews to capture data from the field to send back to the operation.

KLM Flight Operations

There are also obstacles in interactions between operators and regulators as well, Samuel adds. Of course, some content has to be approved by the regulator before it can be distributed to front-line staff. He says there is some progress here, with some operators wanting the regulator to be involved at an earlier stage in the approval process. Instead of all the changes being completed and sent for approval, an airline can include the regulator to look at some proposed changes during the work. That also applies to real-time operational compliance tracking, where the operator can provide a regulator with access to a portal to monitor airline compliance with a new version of a manual.

Adoption of more efficient operational content management technology can often be seen at a country-level. Once one operator adopts new (and more efficient technology) within a country, and the first regulatory approval is gained, it is common to see other airlines in that country make changes to their operational content management technology, and easily gain the required regulatory approvals. An example here is SunExpress, a leisure carrier based in Turkey, which became a Comply365 customer in early 2022. Pegasus Airlines then followed, becoming a Comply365 customer in early 2023. The same trend can be observed in other countries.

As airlines of different sizes, ages and geographies adopt new operational content management technology, they want increased sophistication in system capabilities, and increased simplicity in daily use. A further requirement is good support services to help them with managing change, and to enable them to get the most from the system. This involves a consultancy role for Comply365, using its expertise and experience with other airlines to help new customers realize value from their solutions. This occurs before, during and after implementation, where Comply365 tracks the customer’s progress of realized value against the original efficiency baseline.

Web Manuals, based in Malmö, Sweden, has also seen business booming, with the addition of 70 new customers globally. Krister Genmark, VP of sales, says this growth has been distributed across various regions, with 57% of new clients hailing from the EMEA region, 26% from the Americas, and an exceptional 17% from the Asia Pacific. In addition to a geographical spread, 33% of the new clientele represents the business jet sector, while 14% each belong to the airline and special mission/medical evacuation segments. The remaining percentage embodies a dynamic blend of operator categories, including helicopters, ATOs, MROs, cargo, and drone operators.

Italian leisure carrier NEOS, which operates a fleet of Boeing 737-800, 737 MAX 8 and 787-9 has been a customer since 2021.

One of the main reasons for choosing Web Manuals was the ability to automatically link compliance while editing documents, which was not possible with the airline’s previous manual editing software. Implementing a digital system means that the laborious task of manually monitoring and updating regulatory requirements becomes a thing of the past.

Before switching to digital manuals, the compliance and quality team at Neos had to edit documents in Word or FrameMaker, while manually recording compliance checklists using Excel files, which was time-consuming and prone to errors. With Web Manuals, this process is now automated, saving time and improving operational accuracy.

Web Manuals was also able to support the airline’s recent IOSA renewal audit, successfully completing and certifying conformity with the IOSA regulation, as well as with the continuous compliance with EASA AOC, CAMO, Part-145 and ATO certifications.

A customer since 2022, Widerøe in Norway has been using Web Manuals for flight operations, ground operations, CAMO, Part-147 and ATO. It recently added the IQSMS connector. It had been using IQSMS for audit planning, where detailed compliance lists are provided to facilitate requirements checks and control over the audit preparation. The integration between the systems allowed for real-time alignment of documentation through linking between manuals and regulation items. The process started with the internal EASA Part-SPA audit, which has about 150 requirements. Typically, this audit would take about two days with five participants, but with the assistance of the IQSMS connector it was completed in half a day.

Stefan Bundgaard, director of product, says there have been a few new developments.

The company’s Reader App, which is usable as an EFB Type B and is adapted to iPads, iPad mini, iPhones and Android devices, has now been updated with improved features for flight crew, such as the Offline Mode providing access to critical documents, and the Dark Mode allowing a cockpit-specific dark mode to use during the night to reduce eye fatigue. It can be tailored to fit the user’s preferences in terms of navigation buttons, document filters and search bars, announcements, navigation tabs, and tags.

New compliance libraries have also been implemented. As well as regular updates to the major standards like EASA, FAA, and IATA, those from Bahrain, Canada, Papua New Guinea and the United Kingdom have been introduced, while work is in progress to introduce those from the UAE.

May saw the introduction of the MRO Combi Package, which involves Web Manuals and AeroEx in a strategic partnership aimed at supporting businesses in navigating the recent changes in Part 145 regulations while maintaining operational excellence. These are related to safety management, personnel and compliance monitoring systems. The package combines Web Manuals’ digital documentation solution with AeroEx’s expertise in aviation regulation compliance and includes the user-friendly Web Manuals platform, which facilitates editing, distribution, and monitoring of manuals, along with the exclusive Part 145 compliance library. To further enhance compliance and safety management, the package incorporates AeroEx’s cloud-based platform.

The MRO package also includes the Connector, enabling direct links to relevant manuals within the Web Manuals system during compliance audits. Additionally, it features the AeroEx Part 145 Maintenance Organization Exposition (MOE) template, facilitating easy implementation and compliance with the new legal regulations.

The company is also working with Time To Fly, which tracks and analyzes all published and upcoming changes in regulations. The result is the Regulatory Watch to combine systems to provide a real-time compliance verification solution for upcoming changes for OPS, IATA, ICAO, CAMO/Part 145 and ATO.

Not the most exciting or obvious part of an airline’s operations, digitization is increasingly proving to be a game changer for those smart operators with an eye on the future.

Honeywell Bringing Heads-Up Displays to Aircraft Cockpits Through Acquisition of Saab Technology

 Honeywell has reached an agreement with Saab, a Swedish aerospace and defense company, to acquire its heads-up-display (HUD) assets for use in a variety of Honeywell avionics offerings. As part of the acquisition agreement, Saab will partner with Honeywell to develop and strengthen its HUD product line. HUDs give pilots increased situational awareness, especially at night or in difficult weather conditions. Passengers will also enjoy safer and more fuel-efficient flights, while more often reaching their destinations on time.

The addition of the HUD assets will further strengthen Honeywell’s comprehensive end-to-end avionics and safety offerings. Importantly, the HUDs will be integrated into Honeywell Anthem, a new revolutionary integrated flight deck with an intuitive user interface and highly scalable design, which will also feature state-of-the art characteristics such as wide field-of-view, high image resolution, low system latency and lower weight. It will also be made available for Honeywell Primus Epic flight decks and standalone retrofit solutions.

“Heads-up displays are an essential offering for the aviation industry and have been known to reduce pilot workload, increase situational awareness, improve access to airports with Enhanced Flight Vision System and enhance safety,” said Vipul Gupta, vice president and general manager, Avionics, Honeywell Aerospace. “The addition of HUDs as part of our wider avionics offerings will provide our customers in business aviation, air transport and defense segment a great safety tool that can be particularly useful during takeoff and landing, which are typically the most crucial parts of any flight.”

“Saab believes that this agreement further establishes Saab and Honeywell as long-term partners and increases greater market opportunities,” says Carl-Johan Bergholm, senior vice president and head of Saab´s business area Surveillance.”

The main purpose of HUDs is to make it as easy as possible for pilots to see and absorb their necessary flight or mission details. This allows them to remain “head-up and eyes-out,” instead of looking down or away from what is occurring around them, thus reducing the risk of safety incidents. Also, as part of an Enhanced Flight Vision System, HUDs enable pilots to take off and land at lower minima and thus avoid go-arounds and diversions. 

The HUD solution will be available as a retrofit or forward-fit option. Paired with Honeywell’s industry-leading heads-down solutions, the HUD addition will enable Honeywell to offer a harmonized cockpit to customers. 

The completion of the transaction is subject to certain closing conditions including the accomplishment of certain development milestones.

ANSL Selects Muir Matheson Aviation for MET System Upgrade at Edinburgh Airport

Air Navigation Solutions Limited (ANSL) has selected Muir Matheson Aviation Ltd. (MM Aviation) to upgrade the Meteorological Information Management (MET) system at Edinburgh Airport.

ANSL is the air traffic management (ATM) provider for Edinburgh Airport and the new MET system is an integral part of the Airport’s ATM infrastructure.

The upgraded MET system, AeroMET, will provide ANSL’s air traffic controllers (ATCOs) at Edinburgh Airport with data in relation to the current weather, visibility, and any hazards. ATCOs will also be able to use the system to input local weather observations into the wider weather information network, enabling operational planning staff to make informed decisions regarding flight planning.

The upgrade will combine three MET systems into one: the Surface Wind Direction System (SWDS), Instrumented Runway Visual Range (IRVR), and Semi Automated Meteorological Observation System (SAMOS), enhancing efficiency, the user experience, and system reliability.

ANSL will manage the upgrade in accordance with the asset replacement programme it developed and delivers for the Airport, which also includes the provision of safety assurance, engineering, and operational input. MM Aviation, global leader in aviation weather technology, will supply the new equipment, as well as installation capabilities necessary to ensure a smooth transition, with the upgraded system expected to be operational in November 2024.

“This agreement marks another successful example of ANSL’s ability to conduct asset replacement programs with the management of this important tender and procurement process at Scotland’s busiest airport,” said Henry Game, managing director of ANSL. “MM Aviation’s cutting-edge technology will enhance ATM operations and improve efficiency and safety in flight planning at Edinburgh Airport.”

The agreement follows a robust tender process run by ANSL and is the latest asset replacement project it will be managing at Edinburgh Airport. This follows SITTI’s new Voice Communication and Control System installation, Surveillance Data Processing System upgrade and Electronic Flight Strip replacement to be completed in December 2023, as well as a range of asset replacements at other airports.

“The upgrade of the MET system is our latest commitment to innovation at Edinburgh Airport,” said ANSL’s head of Air Traffic Services at Edinburgh Airport, Vicky Bhogal-Hunt. “ANSL’s robust asset replacement and selection process is pivotal in the continuing strong functionality of the Airport’s ATM operations – both as a necessity in safety regulation and in replacing a previous generation system. We look forward to working with MM Aviation to ensure a seamless system upgrade within our existing operational capacity.”

Wizz Air Expands the Use of Fox for Advanced Business Intelligence and Further Process Automation

Wizz Air, Central, and Eastern Europe’s largest low-cost airline, has selected to expand the use of Fox for advanced business intelligence and further process automation across interfacing systems.

Fox leverages the data throughout the system to generate analytics in dashboards reports and notifications, enabling actionable insights and proactive responses. The new expansion will enable Wizz Air to increase its current business intelligence capabilities and help to streamline processes across multiple systems, improving business performance and creating a holistic ecosystem.  

Fox has been instrumental in implementing and onboarding Wizz Air’s EBT program and continues to enhance the quality of their training and learning operations.

“It is always exciting when customers expand their use of Fox,” said Nofar Binat, Director of Customer Success. “It demonstrates satisfaction and trust in our services and training management solutions.”

Wizz Air has been using Fox to optimize its training programs since 2019.

Paramount Aviation Services Announces the Certification of its New Boeing 737 MAX Flight Simulator in Miami

Paramount Aviation Services announced the FAA certification of a new state-of-the-art Boeing 737-8 full-flight simulator at Paramount’s Miami Flight Training Campus.

The addition of the Boeing 737-8 simulator further enhances the training capabilities at Paramount’s Miami campus, providing pilots with the opportunity to train on the latest Boeing aircraft technology. The simulator is equipped with the newest flightdeck technology, providing an immersive and realistic environment necessary to maintain the high levels of pilot training.

“As Boeing continues to ramp up 737 MAX production rates to meet its 4,634 aircraft backlog, deliveries of the popular single aisle aircraft are expected to double in the upcoming months”, said Vincent La Forgia, President of Paramount Aviation Services. “The addition of the 737 MAX full-flight simulator (FFS), to our twelve-simulator bay training campus, further demonstrates our commitment to meet pilot training demand and provide the best possible training solutions for our 737 MAX customers.”

The strategic deployment of the 737-8 simulator in Miami expands Paramount’s pilot training capacity and adds to its current commercial simulator fleet which includes 737NG, 757, 767, A330, and MD88 devices.