Avionics 2010

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October 2010

Systems Engineering 2020

Business Aviation Outlook

Displays

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Avionics Magazine holds four Royal Aeronaut ica lSociety Journalism Awards, including Journalist of the

Year, plus the American BusinessMedias prestigious Jesse H. NealJournalism Award.

insidemagazine

www.avtoday.com/av October 2010Avionics Magazine 3

The editors welcome articles, engineering and technical reports, new product information, andother industry news. All editorial inquiries should be directed to Avionics Magazine, 4 ChokeCherry Rd., Second Floor, Rockville, MD 208504024; 301-354-1820; fax: 301-340-8741.email: [email protected]

Avionics Magazine (ISSN-1085-9284) is published monthly by Access Intelligence, LLC, 4Choke Cherry Rd., Second Floor, Rockville, MD 20850. Periodicals Postage Paid at Rockville,MD, and additional mailing offices. Subscriptions: Free to qualified individuals directly involvedin the avionics industry. All other subscriptions, U.S.: one year $99; two years $188. Canada:one year $129; two years $208. Foreign: one year $149; two years $278.

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54, Windsor, ON N9A 6J52010 by Access Intelligence, LLC Contents may not be reproduced in any form withoutwritten permission.

Printed in U.S.A.

0DUPCFSr7PM/P

Cover: The Elbit CockpitNG concept is a large, high-resolution, cen-trally located multifunction display. Graphic courtesy Elbit Systems

Editors Note'VOEJOH/FYU(FO

Perspectives' M P X . B O B H F N F O U

Departments4DBO 8

"E*OEFY 28

also in this issue

For the latest news and industry updates,

visit us at www.aviationtoday.com/av.

Bottomed Out,Bouncing Back . . 22While economic uncertainties persist, the

business aviation sector is on the mend

by Ann Keeton

SE2020: SupportingNextGen Vision .....26Avionicsdiscusses FAAs Systems

Engineering 2020 effort with the agencys

program manager, Elizabeth Soltys

Displays ................30Touchscreen interfaces and larger, multi-

function displays gain greater presence in

cockpits for both new builds and retrofit

by Barry Rosenberg

business/GA q&a product focus

30

Graphic courtesy Elbit Systems

Elbit Systems CockpitNG, aimed at helicopters, fighters, trainers

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4 Avionics MagazineOctober 2010 www.avtoday.com/av

editors noteb y B i l l C a r e y

Funding NextGen

AIA posits that

user-funded

support of the

nations aviation

infrastructure

may have to be

rethought in theNextGen case.

In its 2010-2029 Business Aircraft Forecastreleased in July at the Farnborough Airshow,Bombardier Aerospace noted the first greenshoots of recovery, offering hope the belea-

guered business aviation segment is again rising.The Aerospace Industries Association (AIA),

headed by former FAA Administrator MarionC. Blakey, also anticipates recovery, so much sothat it is urging timely deployment of the NextGeneration Air Transportation System (Next-

Gen) to improve airspace capacity and meet ris-ing demand for air travel.

Many of our national aviation systemslimitations so obvious just a few years ago have been masked by the economic slowdown,AIA states in a report timed for release duringNational Aerospace Week, Sept. 12-18. Despiteflagging air travel in the wake of the 2008 finan-cial crisis and a global recession that persistedthroughout 2009, long-range forecasts from awide spectrum of sources indicate robust demandfor air travel over the next two decades. Remem-ber the FAA projection weve cited more than

once in these pages, of a future tripling in air traf-fic? It now appears to be on the table again.

AIA directly ties airspace modernization,in short NextGen, to the industrys future eco-nomic success and environmental profile. Safelyexpanding airspace system capacity and address-ing growing environmental concerns are the twomost significant challenges facing the U.S. civilaviation industry today, states the report, CivilAviation Growth in the 21st Century: MeetingCapacity and Environmental Challenges.

Each of the reports eight recommendationsare significant to aerospace manufacturers AIAs core constituency and the majoritywould impact avionics OEMs and architects ofperformance-based navigation (PBN) routes andprocedures specifically. Ill summarize the firstin order, to Design and Implement a Cash forCarbon Program to Fund Aircraft Equipage. Avariation of this, dubbed a NextGen EquipageBank, was discussed by RTCA Task Force 5, andthe concept appears to be gaining traction.

In addition to its own substantial costs forinfrastructure, FAA estimates airlines andother operators will need to spend $14 billionto $20 billion to make their aircraft NextGen-compatible by 2025. Avionics manufacturers andother industry players believe FAAs equipage

estimates are too high, AIA says, and that outfit-ting the entire civil aviation fleet of commercialand general aviation aircraft for ADS-B In/Out,a fundamental enabling technology, can be donefor $12 billion.

Whether the final price to equip is under $12billion or over $20 billion, the report states, it isclearly a sizeable investment for an airline industrythat continues to struggle to return to profitabilityand for a general aviation community that counts

individual aircraft owner-operators who fly recre-ationally among its core constituency.

AIA posits that user-funded support of thenations aviation infrastructure through taxesand fees paid into the Aviation Trust Fund mayhave to be rethought in the case of NextGen.

[E]ven as NextGen effectively puts aviationinfrastructure into the cockpit, the FAA andCongress have not acted on calls for spendingfederal dollars on aircraft equipage, the associa-tion says. For a variety of reasons, the issueof NextGen funding may require a more prag-matic approach, including a deviation from past

assumptions about the appropriate mix betweengovernment and private sector funding for trans-portation infrastructure and the mechanisms forfinancing such investments.

A Cash for Carbon program would be a con-tract between government and industry, withboth parties held accountable to measurablecommitments. In return for a pledge by opera-tors to achieving carbon-neutral growth from2020 onward (CNG 2020+) government grantsor government-backed loans would be issued tofund ADS-B In/Out, RNP and RNAV equipmentfor the airline industry and some 22,000 high-end business jets and pressurized turboprops.An excellent source for the government fund-ing, states the study, would be the Transporta-tion Infrastructure Bank proposed by PresidentObama as part of a comprehensive, multimodaltransportation plan announced in September.

The Obama plan proposes a robust invest-ment in our effort to modernize the nations airtraffic control system (NextGen), according toa White House fact sheet. This investment willhelp both the FAA and airlines to install newtechnologies (and) other improvements.

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Steve Barber

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www.avtoday.com/av April 2010Avionics Magazine 7

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industry scan


Apex Integrated Flight Deck Lends Big-Jet Feel To PC-12NG Turboprop

Its striking how companies tackle thesame issues in separate ways.

That was one of the thoughts going

through my head during a short flightin a new Pilatus PC-12NG single-engineturboprop to get a taste of the newestadditions to Honeywells Primus ApexIntegrated Flight Deck.

Its tough not to reflect on the Swissturboprops business-jet feel. The cock-pit, designed by BMW Group Design-worksUSA, is stylish and the left seatcomfy. It would be a pleasure to spenda few hours steering this powerful,responsive airplane across the continent.

But my glass-cockpit knowledge,

based primarily on Garmins G1000,didnt get me very far with Apex,derived from the Honeywell PrimusEpic system found in large business jetslike Gulfstreams. Apex, which shares thesame software architecture as Epic, con-tributes to the big-airplane feeling of thePilatus flight deck. The four 10.4-inchdiagonal active matrix displays and theflight data presentations look and feellike the Epic displays in a Gulfstream.Which is to say they are completely dif-ferent from the G1000 system.

Fortunately, Pilatus Chief Pilot PeterDuncan was a patient guide who led methrough Apexs screens and menus as weflew the aircraft along the Arsenal TwoDeparture from Manassas RegionalAirport (KHEF) in Virginia down toCulpeper Regional Airport (KCJR),where we did an RNAV approach with amiss before heading back to Manassas.

Most of the time, we controlled theApex using a new track ball arrange-ment, or Cursor Control Device, thatsits under a hand rest on the center con-sole between the pilots. The track ballwas added to the Apex cockpit in Janu-ary and seemed a huge improvementover the joystick, which is still presentas a backup on the keyboard that sitsabove the throttle panel. With my right

palm resting solidly on the hand rest,it was easy to roll the track ball andmanipulate its scroll wheel and buttonswith my fingers, controlling everythingfrom radio frequencies to flight planinformation.

The system is very integrated,

Duncan said. From the pilots perspec-tive, this is about as easy as it gets. ...We want to minimize the pilots head-down time and maximize his situationalawareness.

There wasnt much turbulence duringour flight, but I felt the track ball wouldbe easy to use in rough air, as opposedto the joystick. The track ball can be ret-rofitted to older Apex cockpits, some-thing I would want if I owned an NG.

As Duncan pointed out, the philoso-phy behind the Apex system and theway it is organized are completely dif-ferent than Garmins philosophy behindthe G1000. For pilots, thats not a badthing or a good thing, just the way it is.Its sort of like PC versus Mac. Eachdoes the job, but also has its adherentsand detractors. If pilots respect thedifferences of each system and get theproper training, any of these systemsoffer a level of safety and convenienceunimaginable even 10 years ago.

There are some excellent features to

the Apex, not the least of which is theability to create custom flight plans withuser-generated waypoints by pointing

and clicking with the track ball. Usingthis feature, a pilot could draw a patharound bad weather or restricted air-space and then monitor the autopilot asit carries out its orders.

Honeywell Apex, the first integratedcockpit system for the PC-12, has been

around since the NG model appeared in2008. The joint effort between avionicsand airframe manufacturers used theEpic system as a point of departure andthen tailored it exactly to the Pilatus andits Pratt & Whitney PT6A-67P turbo-prop with an emphasis on single-pilotoperations.

As of May, there were 192 PC-12swith Apex, which is available only onNG aircraft. It cannot be retrofittedto older models. Overall, 1,000 PC-12shave been delivered since the programbegan in 1994.

Apex is aimed at the turboprop andlight jet markets and was selected forthe new DHC-6 Series 400 Twin Ottermanufactured by Viking Air, of Victo-ria, B.C., Canada.

At the Farnborough Airshow in July,Viking announced Transport Canadatype certification of the substantiallyimproved 19-passenger twin turboprop,a program announced in 2007. Also atFarnborough, Honeywell announcedFAA Technical Standard Order approv-al of the Primus Apex avionics suite onthe aircraft.Ron Laurenzo

Improved PC-12NG, certified in 2008

Photo courtesy Pilatus

T display arrangement ofApex cockpit in PC-12NG,with primary flight displaysin front of the pilot seatsand multifunction displaysstacked in the center

PhotocourtesyPila

tus

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Systems Engineering 2020

Business Aviation Outlook

Displays

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focused on delivering high performancewireless ground connectivity for airlinesand airport authorities.

Called GateSync, the system enablesairlines to wirelessly load and offload con-tent and data, such as the passenger mani-

fest, crew logs and system performancedata, while the aircraft is on the ground.

At the core of the system is Proxi-metrys patented AirSync/GS wirelessmanagement software. The ground-basedinfrastructure relies on CSCs existingprivate backbone network for the deploy-ment and management of data at airportsaround the world.

On the aircraft, Thales provides Gate-Sync components and integrates datawith its TopSeries in-flight entertainment(IFE) system. As of July, GateSync had

been field tested at three major airportsand verified by a major equipment manu-facturer and several airlines, Thales said.

Our goal is to bring our IFE end-to-end solution to the next level, helpingairlines manage information that impactsground personnel, crew and the pas-senger experience, said Alan Pellegrini,vice president and general manager ofThaless IFE business.

Surface ManagementMetron Aviation, based in Dulles, Va.,

released Harmony for Airlines, a web-based, decision support application formanaging aircraft movement on theairport surface. The application pro-vides real-time modeling, predictions,reporting and analysis, allowing aircraftoperators to view current and futureconditions to optimize performance atthe airport and throughout their entirenetwork, Metron said.

Metron described the product as theindustrys first Air Traffic Flow Manage-ment (ATFM) solution for airlines.

For the first time, airlines can predictfuture congestion events, such as gateconflicts, to optimize pushback times,reduce surface gridlock and improveoperations, said Dave Basil, MetronAviation senior vice president and gen-eral manager of Commercial Productsand Solutions.

Harmony for Airlines is an impor-tant addition to our existing suiteof ATFM products and specificallyaddresses the issues of airline operators

to fully maximize capacity, reduce delays,increase safety and help prioritize opera-tions to achieve business objectives.

Funding RoundIn-flight Internet system provider Row44, of Westlake Village, Calif., said itclosed a new funding round, raising $37million in new equity investment to sup-port deployment of the system on South-

west Airlines 737s.This investment gives Row 44 the

operating capital to continue executingon our North American launch with theSouthwest Airlines fleet and our aggres-sive network build-out, enabling us tosupport airline customers across theglobe, said CEO John Guidon.

The Series B funding round includesparticipation by two new institutionalinvestors along with PAR Capital Man-agement, which led Row 44s $21 millionSeries A round.

Additional investment came fromformer Continental Airlines chairmanand CEO Larry Kellner, now president ofEmerald Creek Group. Kellner joined theRow 44 board earlier this year.

MILITARY

Tranche 3A Typhoon

Selex Galileo was awarded a contractfrom BAE Systems worth 400 million($615 million) to supply the Praetorian

Defensive Aids Sub System (DASS) forthe Tranche 3A Eurofighter Typhoon.

Under the contract, announced Sept.6, Tranche 3A Praetorian systems will bedelivered to the same standard as thosedelivered for the Eurofighter Tranche 2program, but provisioned for future capa-bility enhancements.

Selex Galileo serves as lead contrac-tor and system Design Authority for thePraetorian DASS, comprising electroniccountermeasures, electronic support mea-sures and missile approach warning ele-ments. The Finmeccanica company leadsthe EuroDASS Consortium, includingElettronica, Indra Sistemas and EADS,which shares production of more than 20major line replaceable items of Praeto-rian system.

Selex Galileo said it has deliveredmore than 200 Praetorian systems to date.The company said it has more than a 60percent share of avionics on the Typhoon.

This contract award represents a sig-nificant achievement for the EuroDASS

consortium and reflects the confidencethat the partner nations and Typhooncrews place in the Praetorian system,

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said Selex Galileo CEO Steve Mogford.First Tranche 3A Praetorian deliveries

will begin in mid-2012. Systems will besupplied to the four Eurofighter partnernations the United Kingdom, Italy,Spain and Germany.

In an earlier announcement, NorthropGrumman in August said it will supply88 inertial measurement units (IMU) forTranche 3A Typhoons under a contractsigned with EADS Defense and Security.

The IMUs, which provide motiondata for the aircraft, will be built by thecompanys German navigation systemssubsidiary, Northrop Grumman LITEF,which also provided IMUs for Tranche 1and Tranche 2 of the program. More than400 LITEF IMUs have been deliveredand are operational on Typhoons in Ger-many, Spain, Italy, the United Kingdom,Austria and Saudi Arabia.

Northrop Grummans IMU hasconsistently demonstrated outstanding

performance in flight, said NorbertSandner, director of marketing and saleswith Northrop Grumman LITEF.

C-130 AMP HUDBoeing in August said its C-130 AvionicsModernization Program (AMP) Head-Up Display (HUD) and Head-DownPrimary Flight Display (HDPFD) wereendorsed by the U.S. Air Force Director-ate of Operations as the aircrafts primaryflight reference, following four years ofdesign reviews, lab evaluations and dem-onstrations.

Rockwell Collins is supplying theHUD and multifunction displays to Boe-ing, as well as communications and navi-gation equipment, for the C-130 AMPprogram.

This endorsement means C-130AMP pilots can now use the HUD astheir sole primary flight reference, allow-ing them to use their head-down displaysfor other data, said Mahesh Reddy, Boe-ing C-130 AMP program manager.

We involved the Air Force customerfrom the beginning of the design reviews.

This allowed them to ask questions alongthe way, become familiar with the prod-uct and make all necessary adjustments

L-3 Records First International Sale Of AHMD

L-3 Link Simulation & Training, Arlington, Texas, in September announced the first interna-tional sale of its Advanced Helmet Mounted Display (AHMD), to Raytheon Australia in supportof the Royal Australian Air Force (RAAF) Hornet Aircrew Training System.

The AHMDs, with a 360-degree field of regard, will support pilot training on the RAAFsthree F/A-18 Tactical Readiness Trainers, replacing current fixed field-of-view flat panel dis-plays. They will be delivered to two RAAF installations during the third quarter of 2011.

The Royal Australian Air Forces low-cost F/A-18 Tactical Readiness Trainers will receivea significant increase in training capability when the Advanced Helmet Mounted Displays arefielded, said Bob Birmingham, president of L-3 Link.

This increased training fidelity will completely immerse aircrews within a realistic virtual

environment, while maintaining the F/A-18 Tactical Readiness Trainers small footprint.

Australia will use the Advanced Helmet Mounted Display (AHMD) systemfrom L-3 Link Simulation & Training for its Hornet Aircrew Training System.

PhotocourtesyL-3LinkSimulation&Training

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to the HUD design.The C-130 AMP was approved for

low-rate initial production (LRIP) onJune 19. Boeing will upgrade five of the20 LRIP aircraft.

BAE Systems PurchaseBAE Systems said Sept. 7 it had enteredinto a definitive agreement to acquireOASYS Technology, of Manchester,N.H., a privately owned company special-izing in the design and manufacture ofelectro-optical systems and subassembliesfor aerospace, defense and other markets.

The acquisition was expected to closein the fourth quarter. OASYS Technologyemploys 65 people at its 40,000-square-foot design and manufacturing facility inManchester. Its operations are expected

to be integrated with the BAE Systemsbusiness based in Nashua, N.H.

OASYS Technologys talented work-force and technologies will enhance BAESystems ability to serve its customers as aleader in day/night surveillance and target-ing systems as well as precision guidance,said Bob Murphy, BAE Systems executivevice president of product sectors.

Strategic AllianceTTTech North America, a subsidiary ofAustria-based TTTech, formed a long-term strategic alliance with AvionicsInterface Technologies (AIT) to add localsupport for North American customers.

AIT formerly was AIM-USA, the U.S.partner of AIM GmbH of Germany.That partnership was set to expire at theend of September, according to AIMGmbH. AIM GmbH recently launched anew U.S. enterprise, based in Philadelphiaand headed by Bill Wargo.

AIT, based in Omaha, Neb., willremain an independent company. AITprovides a suite of test and simulationproducts for avionics bus applications,including Mil-Std-1553, ARINC 429,ARINC 615A, Fibre Channel and Mil-

Std-1760e. With support from TTTech,ARINC 664/AFDX, Time-TriggeredEthernet (TTEthernet) and Time-Trig-gered Protocol (TTP) will be added toAITs portfolio.

We are pleased to have partneredwith an experienced company likeTTTech, who have a mature capabilityin product design to full flight certifica-

tions and AS9100 aerospace quality stan-dards, said AIT President Bill Fleissner.TTTechs products in TTP, TTEthernetand ARINC 664/AFDX round out ourproduct portfolio, specifically supportingemerging technologies for the future.

UNMANNED SYSTEMS

Integrator Flight ControlRockwell Collins will provide the flightcontrol and navigation systems for theSmall Tactical Unmanned Air System(STUAS) Tier II program.

Boeing subsidiary Insitu, of Bingen,Wash., in July was awarded the STUAS/Tier II contract from the Naval AirSystems Command for its Integrator

unmanned aircraft system (UAS). TheIntegrator uses Rockwell Collins Athena111m, a miniaturized flight control sys-tem combining integrated INS/GPS, air-data sensors and control algorithms.

Under the STUAS/Tier II program,Rockwell Collins will work with Insituduring a two-year engineering and manu-facturing development phase to mature

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the UAS design to meet the STUASrequirements.

We are pleased to be working closelywith Insitu on this important program,said David Vos, Rockwell Collins seniordirector of UAS and Control Technology.

Rockwell Collins role in the STUAScontract validates the reliability and per-formance of our Athena flight controland navigation systems.

T-Hawk OrderHoneywell will provide its T-Hawk microair vehicle (MAV) system, training andlogistics support under an $11 million con-tract for low-rate initial production of theU.S. Army Brigade Combat Team Mod-ernization (BCTM) Increment 1 program.

Honeywell supports the Boeing-led

BCTM team. Low-rate initial produc-tion will enable fielding of the T-Hawk tothe 3rd Brigade Combat Team of the 1stArmored Division for initial operationaltest and evaluation beginning in 2011.

T-Hawk is a 17-pound, vertical lift airvehicle that can hover and stare, deploy-ing electro-optical and infrared camerasfor real-time surveillance. Versions of the

MAV have been fielded in Afghanistanand Iraq with the U.S. Army and Navy,and are on order by the U.K. Ministry ofDefense.

The Class I UAV is an essential assetfor identifying improvised explosive

devices and other hazards facing sol-diers, said Vicki Panhuise, Honeywellvice president, U.S. defense customers.

It is the only unmanned system withhovering capability to identify opposingforces located on roof tops, within build-ings and along maneuver routes well inadvance of the Army unit.

Surveillance ProcessorBAE Systems was awarded a $49.9 mil-lion contract from the Defense AdvancedResearch Projects Agency (DARPA)

to develop the advanced processor forthe agencys night-time infrared system,called Autonomous Real-time GroundUbiquitous Surveillance-Infrared(ARGUS-IR).

ARGUS-IR provides real-time,high-resolution, nighttime video surveil-lance capability for U.S. combat forcesfor detecting, locating, tracking and

monitoring events on battlefields and inurban settings. The system is being devel-oped for compatibility with a variety ofunmanned aerial systems.

BAE Systems Electronic Solu-tions Sector, based in Nashua, N.H., is

responsible for the design, development,manufacture and test of the ARGUS-IRAirborne Processing Subsystem (APS).The company also will integrate a high-resolution infrared sensor subsystem overthe course of the 32-month, eight-phaseDARPA project.

The APS will process and store theimagery provided by the infrared sen-sor and downlink a minimum of 256independent 640X480 video streams overa data link with a maximum effectivebit rate of 200 Mbits per second. BAE

Systems is scheduled to conduct the firstflight test of the system by the secondquarter of 2012.

ARGUS-IR further expands militarycapability by providing 24-hour, day-night reconnaissance and surveillancecapabilities over a much wider area thanpreviously possible, said John Anto-niades, BAE Systems ARGUS program

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manager and director of ISR technology.Following the successful development ofthe daytime version of ARGUS, the newAPS establishes appreciably expandedcapability, and will be designed for usewith a number of possible platforms.

The first flight tests of ARGUS-IRspredecessor, ARGUS-IS, concluded lastOctober on a U.S. Army Black Hawk.

CONTRACTS

Ducommun Inc., of Carson, Calif., inJune said its Ducommun Technologies,Inc. (DTI) subsidiary has been awardeda contract from Boeing to deliver Next-Generation 737 engine start switches. Therotary switches, which are being designed

and qualified by DTIs Human MachineInterface product group, will support all737 models in production as well as classicplatforms, beginning in 2011.Cobham was awarded a $46 mil-lion contract from the U.S. Navy tomanufacture the AN/ALQ-99 Low BandTransmitter-Antenna Group for Navyand Marine Corps EA-6B and E/A-18G

Growler electronic warfare aircraft. Thenew contract continues funding for athird full-rate production lot. With theaward, 217 of 292 required transmit-ters were ordered. The AN/ALQ-99Low Band Transmitter-Antenna Group,

developed by Cobham Sensor Systems,has been in production since 2005. Brazils GOL Airlines selected Rock-well Collins to provide the CMU-900Communications Management Unit(CMU) for its fleet of Boeing 737NGs.The aircraft also will be equipped withRockwell Collins GLU-925 Multi ModeReceiver (MMR). The CMU-900 will becertified in January 2011 for the Euro-pean Link 2000+ Protected Mode ATNCPDLC mandate which begins in Janu-ary 2011. It was the first communications

management unit to participate in theEuropean Link 2000+ Controller to PilotDatalink Communications (CPDLC) tri-als, which validated the use of advanceddigital communications for Air TrafficControl communications. The GLU-925is the first MMR certified for precisionlanding using either Global NavigationSatellite System or Instrument Landing

Systems, according to Rockwell Collins.Honeywell announced contracts relatedto its IntuVue weather radar system atthe Singapore Air Show in February. Thecompany finalized a 10-year maintenanceagreement with Singapore Airlines for its

fleet of 19 Boeing 777-300ERs equippedwith IntuVue. And PT Lion Mentari Air-lines, operating as Lion Air, extended anavionics selection for 78 additional Boeing737NGs, completing its fleet of 178 air-craft equipped with Honeywell avionics,including IntuVue radar.InterSense, of Billerica, Mass.,received additional funding from NASAfor the continued development and test-ing of an inertial-optical head trackingsystem for commercial pilots. InterSenseis developing a miniaturized inertial-

optical tracker prototype integrated intoa head-mounted display for airline andbusiness jet pilots. In the next phase,InterSense will flight-test the system toassess its functionality and performance.Rockwell Collins Venue cabin manage-ment system was selected for NextantAerospaces BeechJet 400NEXT offering.The agreement, initially for 30 Venueshipsets, represents the first aftermarketavailability of Venue, Rockwell Collinssaid. The BeechJet 400NEXT is a retrofitsystem offered by Nextant Aerospace,

based in Cleveland, for BeechJet 400A/XPs. The first Venue-equipped aircraftwas scheduled for delivery in February.Era a.s., based in Fairfax, Va., saidSept. 10 it will provide a nationwideWide Area Multilateration (WAM) sys-tem for the Republic of Tajikistan. Thesystem will be deployed in three phases.The first phase includes WAM surveil-lance for the northern portion of thecountry and will provide air-traffic con-trollers with situation awareness of enroute traffic in the Khujand portion ofthe Dushanbe flight information regionas well as approach surveillance for theKhujand International Airport. Thesecond and third phases will include sur-veillance for the south and central areasof the nation and surveillance for theeastern portion, respectively. Russian aviation authorities selectedsurface surveillance equipment from Eraa.s. for Moscows Domodedovo Interna-tional Airport. The selected equipmentincludes Eras MSS multilateration and

ADS-B system, as well as 150 Squidvehicle tracking units, integrated into anadvanced surface movement guidance

industry scan

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and control system.Thales signed a six-year agreementwith Hainan Airlines of China for thesupport of the carriers Airbus A340-600fleet. Within the scope of the Avionics-By-The-Hour contract, Thales will

maintain specific components under asingle package, including provision andstorage of on-site components located atthe airlines main base in Haikou, accessto a pool of spare parts and componentrepair on a flight-hour basis.Carlisle Interconnect Technologies,based in St. Augustine, Fla., in Januarysigned two long-term supply agreementswith Airbus. Under the first agreement,Carlisle will supply airframe wire andcable. Deliveries were to begin in March.The second agreement calls for ECS,

which was acquired by Carlisle Intercon-nect Technologies in October 2009, tosupply ARINC 600 trays for all Airbusaircraft.Panasonic Avionics Corp., of Lake For-est, Calif., announced March 29 a stra-tegic agreement with Deutsche Telekomdesignating Deutsche Telekom and itsT-Mobile brand as the preferred wirelessInternet service provider for Panasonicsin-flight Global Communications Suite,which provides broadband Internet, dataand voice communication services to pas-

sengers and crew, using a GSM or Wi-Fienabled device. Deutsche Telekom willmanage the Internet gateway and handlepassenger billing and customer supportfor Wi-Fi services, and provide marketingand promotional support.L2 Consulting Services, of DrippingSprings, Texas, was awarded an FAA sup-plemental type certificate for the installa-tion of a DAC International Class 3 elec-tronic flight bag (EFB) on the Boeing 777.The system was installed for ARINC ona Cathay Pacific Airways B777 in HongKong, L2 Consulting said.Jade Cargo International of Chinasigned a contract to equip its cockpitcrews with Lufthansa Systems Lido/RouteManual. The airline was to imple-ment navigation charts by this summer;the electronic version of the charts, Lido/eRouteManual, was to be introducedlater.Behlman Electronics, based in Haup-pauge, N.Y., received a follow-on orderfrom the U.S. Air Force to provide its

COTS DCMA power supplies for theRC-135 Rivet Joint all-weather surveil-lance aircraft. Behlman said deliveries of

its DCMA COTS power supplies, valuedin excess of $530,000, are expected tocontinue on a scheduled basis throughthe second quarter 2011.Data Device Corp., of Bohemia, N.Y.,was selected by NASA to supply Mil-

Std-1553 PCI-Express cards for NASAsSystem Integration and Software Develop-ment Labs to support the Ares-1 LaunchVehicle. Ares-1 is the crew launch vehicle

being developed by NASA as a compo-nent of the Constellation Program.Air Navigation Service Providers inNorway and Denmark renewed theirservice agreements with ARINC for DataLink Air Traffic Control applications,

the companies announced in September.ARINC provides delivery of Digital Auto-matic Terminal Information Service andDeparture Clearance services.

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peopleMike NederAvionics & Systems Integration Group,of Little Rock, Ark., named Mike Nederdirector, Business Development.

Before joining ASIG, Neder spent 24years with DAC International as direc-

tor, Airline Sales. Prior to joining DAC,he was director, Marketing and ProductSupport, for Tracor Aerospaces Com-mercial Avionics Division.

Before beginning his career withTracor, Neder spent eight years as an officer in the U.S. MarineCorps. He served as a bombardier/navigator in the A-6 Intrud-er, including a one-year tour in Southeast Asia, where he wasawarded the Air Medal.

Christopher JonesNorthrop Grumman named Christopher T. Jones sector vicepresident and general manager of its Technical Services sectors

Integrated Logistics and Modernization Division (ILMD).Jones most recently served as the director, product support

and international programs, airborne early warning and battlemanagement command and control for the Northrop Grum-man Aerospace Systems sector, responsible for all domestic E-2Hawkeye support and international E-2 programs.

Gene FraserGene Fraser, sector vice president of engineering for Northrop

Grummans Aerospace Systems sector and the corporationslead executive for unmanned systems, has been named to theAssociation of Unmanned Vehicles Systems International(AUVSI) board of directors.

Jean-Michel Clairis-Gauthier

ACSS, an L-3 Communications and Thales company based inPhoenix, appointed Jean-Michel Clairis-Gauthier vice presi-dent of its Customer Group. In his new role, Clairis-Gauthierwill be responsible for sales, marketing and customer service.

Clairis-Gauthier joins ACSS from Thales Avionics. He start-ed at Thales in 1996 and has spent his career in the commercialaviation sector. Over the past 14 years, he has held managementpositions in airline marketing and sales, with assignments inParis and Toulouse, France, as well as Miami and Edison, N.J.

Gulfstream AppointmentsGulfstream Aerospace, Savannah, Ga.,promoted Shannon Taylor Iwanski to

director, Initial Phase Procurement.Iwanski was senior manager of

Advanced Procurement for the Gulf-stream G650 program. Before that, shewas senior manager, G450/G550 Powerplant, Avionics and Major Structures.

Before joining Gulfstream in 1997,Iwanski worked as a sales and marketingrepresentative at New Sulzer Diesel in Savannah.

Shannon Iwanski

Mike Neder

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Gulfstream also named Roger Sperry regional senior vicepresident, International Sales. Sperry previously served as divi-sion vice president for Gulfstreams South America and Far Eastterritories. He started in aircraft sales with Cessna in 1973.

Tarek Ragheb was promoted to regional senior vice presi-dent, International Sales. Ragheb has served for 16 years as

Gulfstreams division vice president for Europe, Africa and theMiddle East. Previously, he was vice president, GE Aerospace,for the Middle East and Africa, then president, Martin MariettaInternational, Middle East region. He also was a U.S. Air Forceintelligence analyst and a political-military attach at the U.S.embassy in Riyadh, Saudi Arabia.

Also, Gulfstream named Randy Brown to vice president andgeneral manager of its Mexicali site, which makes wiring har-nesses, sheet metal components, sub-assemblies and machinedparts used in manufacturing. Brown had been senior managerof production operations since 2006. Prior to Gulfstream, heworked for Plug Power and GE Electric Power Systems.

Marion Van FossonEMS Defense and Space named Marion Van Fosson vicepresident and general manager. Most recently, Van Fosson ledthe Military Vehicle Systems business unit for BAE Systems.Prior to BAE, Van Fosson held senior leadership positions withNorthrop Grummans Electro-Optical Systems business unit,culminating in his position as the division president. He servedas program manager for Future Combat Systems for the U.S.Army and the Defense Advanced Research Projects Agency.

Steve FleemanWest Star Aviation named Steve Flee-man accessory sales manager, to bebased at the companys Grand Junction,Colo., facility. Fleeman will be responsi-ble for expanding West Stars accessory

program to additional operators.Prior to joining West Star, Fleeman

worked for Midcoast Aviation, startingas an aircraft welder and machinist, andmore recently in sales.

ICG PromotionsInternational Communications Group (ICG), of NewportNews, Va., promoted individuals in its Customer Service andProduct Support organization.

Darren Emery was promoted to director, Customer Serviceand Product Support. Emery, who joined ICG in 2003, mostrecently was manager, Customer Service & Support.

Josh Grippo was named technical support manager. Grippo,who joined ICG in 2007, also has experience working on tele-phony devices and performing installations and has receivedFlight Line Maintenance training from Rockwell Collins.

Quenton Ingram has been named Senior Technical SupportEngineer. Ingram is a veteran of the U.S. Navy, serving for nineyears as a communications watch officer. He joined ICG in 2007as a technical support engineer.

Steve Fleeman

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calendar

October

3-7 Digital Avionics Systems Conference, Hilton Salt Lake City Center, SaltLake City, Utah. Visit www.dasconline.org.

13 Business Jet Connections: In-Flight Connectivity Services and Solu-tions for Business Aircraft, an Avionics Magazine Webinar, Noon EST. For

information, visit www.aviationtoday.com/webinars/2010-1013.html

19-21National Business Aviation Association (NBAA) 63rd Annual Meet-ing & Convention, Georgia World Congress Center, Atlanta. Contact NBAA,

phone 202-783-9000 or visit www.nbaa.org.

24-27 Air Traffic Control Association (ATCA) Annual Conference andExposition, Gaylord National Hotel and Convention Center, National Harbor,

Md. Contact ATCA, phone 703-299-2430 or visit www.atca.org.

25-27 Association of the United States Army Annual Meeting & Exposi-tion (AUSA), Walter E. Washington Convention Center, Washington, D.C.

Contact AUSA, phone 703-841-4300 or visit www.ausa.org.

31-Nov. 3MILCOM 2010, San Jose Convention Center, San Jose, Calif.Visit www.milcom.org.

November

11-13Aircraft Owner and Pilots Association (AOPA) Aviation Summit,Long Beach Convention Center and Long Beach Airport, Long Beach, Calif.

Contact AOPA, phone 800-872-2672 or visit www.aopa.org.

11-12 Joint AEEC EFB Users Forum and International Air TransportAssociation (IATA) EFB Task Force Meeting. Eurocontrol headquarters,

Brussels, Belgium. For information, visit www.aviation-ia.com/events or call

410-266-4113.

2011

January

1819 Asian Business Aviation Conference & Exhibition (ABACE), Asia-World Expo/Hong Kong Business Aviation Center, Hong Kong. Visit

www.abace.aero/2011.

March5-8Heli-Expo 2011, Orange County Convention Center, Orlando, Fla. Con-tact Helicopter Association International, phone 703-683-4646 or visit www.

heliexpo.com.

8-10ATCGlobal 2011Amsterdam RAI Center, Amsterdam, The Nether-lands. For more information, visit www.atcevents.com.

April

5-7 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany. For infor-mation, phone +44 (0)208 271 2174 or visit www.aircraftinteriorsexpo.com.

11-14 Navy League Sea-Air-Space Exposition, Gaylord National Resort &Convention Center, National Harbor, Md. Visit www.seaairspace.org.

17-20Quad A Annual Convention, Gaylord Opryland Hotel and ConventionCenter, Nashville, Tenn. Visit www.quad-a.org.

18-21AMC/AEEC Joint Meetings, Marriott Downtown, Memphis, Tenn.Contact ARINC Industry Activities, phone 410-266-2008 or visit

www.aviation-ia.com/amc.

May

2-516th Annual International Symposium on Aviation Psychology, WrightState University and Wright Patterson Air Force Base, Dayton, Ohio. Visit

www.wright.edu/isap.

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business/GA

Airframers and suppliers areready for a rebound in globalbusiness aviation next year,although views differ on thetiming and shape of the indus-

trys recovery. When business does pickup, larger aircraft and new technology areexpected to boost sales.

The global market is bottoming outthis year, as new business aircraft deliver-ies in 2010 are expected to fall below the

dismal results of 2009.Bombardier President and CEO Pierre

Boudin told investors in September thatthe Canadian transportation giants salesand earnings fell in the first half thisyear, mainly on the weakness of businessaircraft.

The uncertain economic environment

continues to be reflected in Aerospacesfinancial results. However, the group isstarting to see signs of recovery as shown

by the significant reduction in businessaircraft order cancellations, Boudin said.

We still see a global recovery in2011, said Greg Irmen, Rockwell Col-lins vice president and general managerof business and regional systems. Imseeing the market stabilize, but with alot of angst and worry, especially in the

mid-range segment of aircraft. Thingsthat could slow a market recovery includeweak economic growth in the United

Bottomed Out,Bouncing Back

While economic uncertainties persist, the global business aviation

sector this year saw the first green shoots of industry recovery

By Ann Keeton

Gulfstream G650 ultra long range business jet made its maiden flight in November 2009. Through Aug. 25, four aircraft in theflight-test program had completed more than 170 flights and 575 flight-test hours, according to Gulfstream. The G650, fitted withPlaneView flight deck based on Honeywell Primus Epic avionics, was on schedule to enter service in 2012, the airframer said.

PhotocourtesyGulfstreamA

erospace

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States and other countries, poor corpo-rate profits and a tough climate for bankfinancing.

A shrinking inventory of used aircraftis an early indicator of a market on themend. Rockwell Collins estimates 15percent of owned aircraft are up for sale,compared to 18 percent late last year.

But the number still needs to comedown, Irmen said, adding that, I alwaysequate this market to the housing market.In business jets, there was the same kindof speculation as in housing. Custom-ers, including corporations and wealthyindividuals, were buying slots for aircraftyet to be built, expecting demand to keepprices high, he said.

JP Morgan analyst Joseph Nadol saidthere is still a large supply of used jets atattractive prices. With economic uncer-tainty weighing on many parts of the

world, renewed demand for new aircraftcould be some time off, which could leadmanufacturers to cut more productionlate this year, Nadol wrote.

Gulfstream Aerospace expects to seea little softness in the second-half orderbook, Jay Johnson, chairman and CEOof parent company General DynamicsCorp., told investors in a conference call.Gulfstream accounts for more than onequarter of the business aircraft market,measured by dollar value.

Johnson said customer interest in busi-

ness aircraft remains high, with a solidand sustainable backlog that is two-

thirds represented by large cabin jets andone-third by midsize jets. The companyreported good growth in its services busi-ness so far this year, as flying hours areincreasing.

There is some pent-up demand fornew planes, said business aviation consul-tant Brian Foley, based in Sparta, N.J.

Just as some individual investorsregret having sold their stocks at a marketlow, theres likely a degree of remorseamong one-time buyers who canceledorders prematurely.

Foley sees stronger demand in theUnited States this year, as wealthy buy-ers in Asia recently have snapped up themost desirable used aircraft. New modelson the market are catching buyers eyes.They include the Cessna Citation CJ4,Dassault Falcon 900LX, the EmbraerLegacy 650 unveiled at the National

Business Aviation Association (NBAA)annual conference and exhibition in 2009 and the Gulfstream G650, expected toenter service in 2012.

Long-Term ForecastsLong-term forecasts call for steady, if notspectacular, increases in business aircraftsales in the next 20 years.

During the first half of 2010, thegreen shoots of industry recovery wereevident, although Europe remains es-pecially weak, Bombardier said, when it

released its first 20-year industry forecastat the Farnborough Airshow in July.

The worldwide business jet fleet wasapproximately 14,200 aircraft at the endof 2009, and is expected to grow by acompound annual growth rate of 3.6 per-cent, with 26,000 deliveries by 2029, themanufacturer predicted. The forecast isbased on long-term global GDP growthof an average of 3.2 percent per year, and

includes aircraft up to 149 seats in size.Honeywells widely watched industry

forecast last year predicted that the busi-ness jet market cycle will take years torecover to the peak delivery year, in 2008,when 1,139 new aircraft reached custom-ers. Honeywell will release a new forecastthis month at NBAA in Atlanta.

A year ago, Honeywell said it expecteddemand in the next five years to be fairlyevenly balanced across most business jetsegments, with light and light-mediumjets accounting for 24 percent of the mar-

ket; medium and medium-large aircraft23 percent; and long-range, ultra-longrange and large cabin business jets at 18percent.

Teal Group analyst Richard Abou-lafia says the most unusual aspect ofthe market now is the unprecedentedbifurcation of market behavior. The tophalf of the market jets costing $25million and above barely felt any painlast year, with deliveries falling a mere 4.1percent. The bottom half jets costing$4 million to $24 million fell by a cata-

strophic 42.8 percent.Over the next decade, Aboulafia

Embraer Legacy 650, announced at NBAA 2009 in Orlando, is an extended range derivative of the super-midsize Legacy 600.Equipped with new Honeywell Primus Elite avionics suite and Rolls-Royce AE 3007A2 engines, the 650 can fly 3,800 nautical milesnonstop with eight passengers. The aircraft was in final development and on schedule to enter service this year, Embraer said.

PhotocourtesyEmbraer

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expects a permanent shift toward sales ofbigger-ticket aircraft.

Bombardier cited one reason for thechanging sales pattern: the recent shiftin demand toward more internationalcustomers has driven the sales of largeraircraft, the company stated. Con-trary to U.S. customers, who generally

enter the business jet market in the lightcategory and then trade up, many inter-national customers acquire their firstaircraft within the large category. Cus-

tomers in this category also seem morewilling to pay a premium for additionalcomfort and technology than those whopurchase light and medium categoryaircraft.

Cessna Aircraft Co., a unit of Tex-tron, has felt the pain in the lower endof the market. The company continues

to believe that 2010 will be the troughyear for Citation deliveries, Scott C.Donnelly, Textron chairman, presidentand CEO, told investors during a mid-

year review of the business.In the second quarter, overall deliver-

ies of all Citations, Cessnas core busi-ness aircraft model, fell nearly 50 percentto 43 aircraft, from 84 the previous year.The company recently cut production ofthe smallest member of the family, thefive-seat Citation Mustang, for the sec-

ond half of this year. Cessna hasnt cutits current outlook for deliveries in thenext four years, but Donnelly said wethink the Mustang is a 70 to 75 unit-per-year run rate. In the peak year of 2008,Cessna delivered 467 of the aircraft.

After ceding ground to emergingglobal markets, North America has takenback some market share in business air-craft sales this year, by most accountsholding more than half the total market.Europe, still reeling from Greeces finan-cial troubles, remains weak.

Near-term, manufacturers expectstrong business aircraft sales in LatinAmerica, the third-largest market byinstalled base behind the United Statesand Europe. Brazil continues to be abright spot. The Asian market also isgrowing, although China and India areconstrained by a lack of smaller airportsfavored by business travelers.

Financing for business aircraft isavailable around the world, said GregCirillo, a partner specializing in aviationat Wiley Rein LLP in McLean, Va. But

he said banks are picky, with little appe-tite for repossessing planes on bad loans.

Last year, aircraft values were fall-ing, so banks had a hard time putting avalue on the asset, Cirillo said. Earlierthis year, banks were encouraged as air-craft values stabilized, but lenders remaincautious. Typically, banks required a 20percent down payment.

They are also looking carefully atthe customer, Cirillo said. Is it a stablecorporation, or a small company with ashort track record?

Suppliers selling technology upgradesare finding customers mainly in the after-market, but they expect sales to aircraftOEMs to increase as the market getsback on its feet.

The business aircraft industry, alongwith other aviation sectors, is committedto shrinking its carbon footprint, lookingat everything from fuel-saving enginesto more efficient air-traffic managementtools, to alternative fuels.

Two major trends in the cockpitinclude upgrading old CRT displays tomodern LED technology, and addingnew air-traffic management equipment

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to cut flight times, said Rockwell Col-lins Irmen. Clayton M. Jones, RockwellCollins chairman, president and CEO,forecasted this summer that the overallbusiness aircraft market likely will grow7 percent in the next few years, and thecompany expects its sales in the sector togrow twice that fast, with greater avionics

content on newer models.In-flight communications provider

Aircell has had success with its in-flightbroadband Internet system, which wasintroduced for business jets last year. Thecompany in August rebranded its offer-ing for business aviation as Gogo Biz.Aircell offers the same Gogo technologyfor major airlines, using a network ofground-based cellular towers.

People who own business aircrafthave been asking for the same Gogo ser-vice they enjoy on commercial flights,

said John Wade, Aircell executive vicepresident and general manager.

The rebranding followed news fromfractional ownership company NetJets inJuly that it will equip 250 of its midsizeand large-cabin business jets with Aircellhigh-speed Internet. Aircell said the Net-Jets program represents the largest orderfor high-speed Internet service in the his-tory of business aviation. In September,Flexjet said it will offer Gogo Biz as astandard feature on its fractional Chal-lenger 300 and 604/605 fleet.

NetJets may be rolling out in-flightInternet across its fleet, but cost-cuttingin 2009 led the Berkshire Hathaway unitto cancel $2.6 billion in aircraft orderswith troubled Hawker Beechcraft, repre-senting 90 percent of its orders with theWichita, Kan.-based manufacturer.

Reporting second-quarter results inAugust, Hawker Beechcraft said backloghad declined from $3.1 billion in Marchto $2.4 billion in June, reflecting a $400million cancellation notice from NetJets.

As a result of this cancellation, it said,the company no longer has any backlogwith NetJets.

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Tel: (949) 859-8800

E-mail: [email protected]

Web: www.holtic.comISO 9001: 2008 RegisteredA STACK Certified Supplier

ARINC 825 Compliant

The Honeywell Primus Elitecockpit for the BombardierGlobal Express, also select-ed for Embraer Legacy 650

Photocourte

syHoneywell

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Q:The SE2020 contract awards, worthpotentially $6.4 billion over 10 years, havebeen described as the largest set of awardsin FAAs history. Where does the program

fall in FAAs budget process, and whatlevel of funding is currently available?

A:Actually, these contracts are notfunded by themselves in the FAA bud-get cycle. The task orders issued underSE2020 are funded by the client organiza-tions seeking the support services offeredby the SE2020 contractor teams. TheSE2020 portfolio of contracts providesthe FAA community with an efficientcontracting vehicle that enables the orga-nizations to obtain system engineeringand research services.

Also, contracts under SE2020 do notprovide for full-scale development efforts,such as that currently under way inADS-B (Automatic Dependent Surveil-lance-Broadcast). The SE2020 contractshave been put in place to provide for earlyresearch, integrated analysis and systemengineering that will support moderniza-tion decisions. Ultimately, there will besystem modifications that result from theresearch and analysis that was conductedthrough these vehicles. These upgradescan involve infrastructure that the FAAowns or systems that service providersand/or airframe operators own.

Q:Will the prototyping and demon-stration activities under SE2020 serve asthe basis for systems acquisitions?

A:Sometimes yes and sometimes no.You conduct research to determine ifa concept or program is viable techni-cally and economically and if it shouldprogress to the next stage, which could beperforming further research, analyzing

alternatives, implementing a process, orbuying a system. Sometimes the resultsof the research show that you shouldnt

FAAs SE2020

Supporting NextGen WithResearch, Engineering

Earlier this year, FAA awarded six contracts to industry teams under the Sys-tems Engineering 2020 (SE2020) program. The SE2020 portfolio of con-tracts, with an estimated value of about $6.4 billion over 10 years, has been

described as the largest set of awards in FAA history. Overall, the purpose ofSE2020 is to establish a set of competitively awarded contracts to enable FAA

program offices to meet their objectives, including the research and system engineeringrequired for the Next Generation Air Transportation System (NextGen).

Prime contractors Boeing, ITT Corp,. General Dynamics and Metron Aviation leadindustry teams across the research portfolio; CSSI, Inc. and Booz Allen Hamilton leadteams in the systems engineering portion of the SE2020 program. About 90 companiesare participating on the vendor teams, including airframers, avionics manufacturers andsystem developers and integrators.

The SE2020 program is managed by Elizabeth Soltys, a 20-year FAA veteran whobegan her federal career designing air-traffic control facilities to house research andfull-scale development systems. She has represented FAA in managing inter-agency

agreements with NASA and

the Department of Defense inorder to coordinate cross-agencyresearch portfolios; she manageda Shared Situational Awarenessinitiative to advance net-centric-ity, then resident within the JointProgram and Development Office(JPDO), and as a lead engineer,awarded large contracts.

Soltys also has private-sectorexperience in engineering andfinance. She worked as a structur-al engineer designing skyscrapersin Manhattan and was employedby the former Kidder, Peabody &Co., in the mergers and acquisi-tions department. She has a bach-elors degree in science (appliedmathematics), a five-year engi-neering degree with emphasisin structural engineering, anda masters degree in businessadministration (accounting andfinance). In a recent interview,Avionics Magazine asked Soltysabout the progress of the SE2020program and its role in NextGenimplementation.

q&aE l i z a b e t h S o l t y s

SE2020 Program Manager Elizabeth Soltys

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buy a specific system and thats OK.In other words, through the research,analysis and systems engineering workdone under these contracts, we obtainthe knowledge necessary to effectivelyevaluate multiple alternatives. The workenables the FAA to consider the costs andbenefits associated with each alternative

and make appropriate decisions (e.g.,what we should buy or implement andwhat we should not.)

Q:The indefinite delivery, indefinitequantity (IDIQ) contract vehicle isemployed within DoD and other agen-cies. To what extent has FAA used IDIQcontracts on other programs?

A:FAA has many IDIQ contracts. Insupport services, we have used IDIQ con-tracts. IDIQ contracts can be used undersupport services contracts and full-scale

development contracts. It is a contractingmechanism.

Q:So there are many other examplesof this contract vehicle within FAA?

A:Correct. However, the term IDIQcan be misleading. In SE2020, indefinitequantity, indefinite delivery refers to thecontract vehicles awarded to the six primevendors. Task orders issued against thesecontracts will have a specific duration,and specific deliverables will be identifiedin them. And indefinite quantity refers

to an indefinite number of task orderssince there is no guarantee that there willbe follow-on work (i.e., additional taskorders).

In addition, the SE2020 contract-ing vehicles differ somewhat in anotheraspect. While SE2020 has assembled anexcellent team of vendors, it is possiblethat a vendor will have performanceissues. If a vendor is unable to performunder the portfolio, a substitution canbe made. If this should occur, we do notneed to rewrite contract language andexperience a loss of valuable time on theproject. Before awarding these contracts,we ensured that more than one vendorteam (in the portfolio of company ven-dors) had the capability to perform thetasks described in the statement of work.This allows us to immediately assign thework to another vendor and not miss anyof our NextGen milestones.

Q:So any task order would be distrib-uted within that portfolio?

A:Typically, when you have a mul-tiple award vehicle, which is what theSE2020 contracts are, you conduct task

order competitions to determine whowill receive the task order work. We havecontract language that does not necessar-ily require the FAA to conduct task ordercompetitions. In fact, we do not plan toconduct many task order competitions.The SE2020 contract language allows usto distribute the work across the vehicle

to the team that is the best fit. We alsocan use a continuity of service clause thatallows us to assign the work to a teamthat is performing well. For example, if ateam has already built a testbed, we havethe option to go back to that team andutilize that capability while capitalizingon the investment we have already madetoward that effort.

And we have a few other noteworthyelements that allow us to distribute work

equitably among the vendor team primesversus running a task order competition,which typically takes a great deal moretime. Conceivably, it could take an orga-nization another year to compete andaward a task order to a vendor team. InSE2020, it only takes a matter of weeksto distribute task orders to the prime ven-dors on a rational basis.

Q:How will SE2020 complement andinterrelate with other NextGen programs,such as ADS-B, Data Communications,Trajectory-Based Operations, Collabora-tive ATM, System Wide InformationManagement (SWIM)?

A:Some programs are further along inthe life cycle; other programs are early inthe life cycle. For example, in trajectory-based operations, analyses will be per-

formed under the Screening InformationRequest (SIR) 2 portfolio that we callSystems Engineering, since some of theelements are further along in the life cycleand are getting ready for final require-ments and investment analysis decisions.

However, there may also be trajectory-based operations studies early in the life

cycle that require research, which is partof the SE2020 Research Portfolio (SIR1). So trajectory-based operations can fallpotentially in both of our SIRs, systemsengineering as well as research.

ADS-B is being deployed today. How-ever, like any other system, there willalways be systems engineering enhance-ments. For instance, a graphical-userinterface that is effective today may beobsolete eight years from now, and therelated systems engineering analyses andhuman factors requirements may come to

the SE2020 contracts. Or perhaps therewill be a new interface required in thefuture we could evaluate that interfacewithin SE2020 as well.

Q:In other words, it wouldnt be some-thing that would be added to the currentunderstanding with ITT, for instance, inrolling out ADS-B?

A:The ADS-B program has alreadygone through a JRC (Joint ResourcesCouncil) and has a budget, as well asdeadlines and milestones the program

needs to meet. If there were to be a giantshift, (not that Im aware of any), theFAA wouldnt just put the changes onthe ITT contract that provides for thefull scale development of ADS-B. Themodification would have to go througha normal budget cycle of alternativesand system engineering analyses, andthen back through the JRC for a budgetrequest. Any agency that wants to makesignificant enhancements to a major sys-tem acquisition would have to go througha process that requires a systems engi-neering analysis before it can modify theircurrent infrastructure. The additionalanalysis may or may not be obtainedthrough the SE2020 contracts, and mayor may not be awarded to ITT.

Q:When will the first task orders beissued under SE2020, and on which areaswill they focus?

A:To start, each vendor that receiveda contract on SE2020 was issued onetask order for program management.Since there are six prime contracts withinSE2020, six task orders were initially

Sometimes the results

of the research show

that you shouldnt buy

a specific system ...

Through the research,

analysis and systems

engineering work done

under these contracts,

we obtain the knowledgenecessary to effectively

evaluate multiple

alternatives.

Continued on page 29

7/28/2019 Avionics 2010

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Pg Advertiser Web Address

ad index

35 Aeroflex .............................www.aeroflex.com17 Aerospace Optics Inc. .........www.vivisun.com6 AIM.................................www.aim-online.com29 Astronautics Corp.

of America ..................www.astronautics.com12 Aviation Instrument

Services...........www.aviation-instrument.com36 Ballard Technology .......www.ballardtech.com9 Carlisle Interconnect

/ECS..................................www.carlisleIT.com31 Dayton-Granger ...... www.daytongranger.com11 EMS Aviation ............... www.emsaviation.com33 Esterline Power ................www.esterline.com10 Esterline

/CMC Electronics ..... www.cmcelectronics.ca16 Great River

Technology ..............www.greatrivertech.com25 Holt Integrated Circuits ......... www.holtic.com5 Honeywell .......................www.honeywell.com24 HR Smith ........................... www.hr-smith.com14 International

Communications ........... www.intcomgrp.com28 Intro Corp. ....................... www.introcorp.com21 ITT Defense/Antennas .www.antennas.itt.com15 Luma Technologies .........www.lumatech.com13 Men Micro ..................... www.menmicro.com19 Nav-Aids Ltd. ................. www.navaidsltd.com32 Raycom

Electronics........www.raycomelectronics.com2 Rockwell Collins ...... www.rockwellcollins.com20 SEA Wire & Cable ............ www.sea-wire.com

18 Staco Systems......... www.stacosystems.com7 Vector Informatik ..................www.vector.com

Broad-Based Industry Teams Tackle Air-Ground Integration Challenges

In recent interviews, Avionics Magazine

spoke with representatives of Boeing and ITT

Corp., prime contractors for the two largest

SE2020 contract awards. We wanted to know

what their respective teams will contribute

to the SE2020 effort. Below are excerpts ofwhat they said.

For the full interviews, visit

www.aviationtoday.com/podcasts and

www.aviationtoday.com/av/videos.

Neil Planzer,

vice president,

Boeing Global

ATM Solutions:

Its important

to understand

that Boeings

contribution isreally trying to

determine the

best way to

move Next-

Gen forward by linking, coordinating and

contributing to the ground and air integration.

When you look at airframes that fly the sky

today, you understand that new ones are very

capable, far more capable than the system

currently allows them to be. The FAA wants to

understand what thats going to [mean] and

how that will integrate to the ground. But ad-ditionally, the NextGen integration will require

mixed fleets. So we have lots of airplanes

out there that are going to have to operate

with retrofit equipment. Boeing is very good,

as with our partners, at determining the best

way to approach that integration.

John Kefaliotis, vice president, Next

Generation Air Transportation Systems, ITT:

The SIR 1 (Screening Information Request),

of which we are one of three large business

primes the other two being Boeing and

General Dynamics was to bring to the FAAcompanies with a full range of capabilities in

engineering, research and development as

applied to the Next Generation Air Transpor-

tation System. Those capabilities are to be

used by the FAA on a task order basis to fully

define NextGen capabilities to allow them to

be effectively

deployed in the

National Air-

space System.

ITT has

brought a verybroad and highly

capable team.

ITT is the prime

contractor,

leading a team

consisting of,

for example, Raytheon, Northrop Grumman,

Thales, airframers Bombardier and Embraer,

avionics companies Rockwell Collins, ACSS

so we have a team that has a full range of

capabilities for airframe, avionics, ground-

based automation, comm, navigation and

surveillance. We believe the FAA will availitself of the services of this broadly capable

team to fully mature next generation capa-

bilities over the next 10 years. Were very

excited to be a prime on SE2020 and were

very excited about the opportunity to partner

with FAA to mature NextGen capabilities.

Neil Planzer

John Kefaliotis

7/28/2019 Avionics 2010

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issued. We are in the processing of tran-sitioning 100 task orders to SE2020 fromcontracts that are due to expire at the endof this fiscal year (Sept. 30). CSSI, Inc.,the first awardee, received the first ofthese task orders, which was for low-costground surveillance pilot engineering and

technical services.

Q:Those task orders come attachedwith money, correct?

A:All task orders will have moneyattached to them. Each of the six con-tracts was seeded money for programmanagement. Any and all additional taskorders will be funded by the customerorganizations that utilize the vehicle.

Q:You specifically mentioned CSSIhaving been awarded a task order. Have

the other vendors been issued any pro-gram-specific task orders?

A:As I mentioned, there are approxi-mately100 task orders being processedright now. For each of these, we firstensured that the tasks orders have deliv-erables that are well defined. Then eachtask order was submitted to an internaladjudication board that determined ifthe task orders belong within the SE2020portfolio, and if so, whether the tasksare research or system engineering work,and which vendor team should receive

the work. Some of these adjudicated taskorders have been awarded; the others arebeing reviewed by the FAAs legal andcontracts department.

Starting in August, the vendor teamsreceived draft copies of the task ordersadjudicated to their companies in orderto ensure that there is no lag in servicewhile transitioning from the existingcontract vehicles to the new vehicles. Ofcourse, we need legal and contracts toofficially award these task orders, so thesedrafts are preliminary and without a for-mal binding signature.

Q:How important is SE2020 toaccomplishing the NextGen vision in 10years?

A:The scope and complexity of Next-Gen are all-encompassing, and SE2020was specifically designed to ensure thatvendor teams provide the approximately25 core capabilities that are needed toaccomplish NextGens mission. With thisin mind, SE2020 required all the vendorteams to possess the full magnitude ofcapabilities communications, naviga-tion and surveillance, air traffic manage-

ment automation capability, unmannedaerial systems, avionics, airframe,simulators, ground-based simulators forrotorcraft as well as large airframes, andhuman factors. Each prime vendor hadto show that its team possesses the fullcomplement and array of aviation exper-tise to support any and all of these core

capabilities.With this pooling of highly techni-

cal engineering talent alone, SE2020has made a significant contribution to

NextGen. We have gathered in one placea fantastic cross-section of the aviationcommunity and have put processes inplace that allow agency customers toobligate their funds, issue task orders andquickly access this pool of exceptionalsystems engineering talent. We thinkthat, for research and system engineer-

ing requirements, SE2020 will definitelyprovide our agency with the ability tosuccessfully accomplish many elements ofNextGen.

Continued from page 27

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military avionics


Its getting increasingly rare for aero-space technology to drive other mar-kets. Its usually the other way around a technology developed and provenin the commercial, retail market, for

example, eventually works its way to aero-space, where its ruggedized for flight.

Thats still the way it is, for the mostpart, in aviation displays, but there havebeen some recent instances where aero-space technology has flowed the other way,toward markets such as ground vehicles,maritime vessels and even commercialelectronics.

Apples highly successful iPad, forexample, employs stabilization and view-ing technology developed by HoneywellAerospace. Take the back cover off an

iPad and youll see that some of the hard-ware is stamped Honeywell, accordingto Chad Cundiff, vice president of crew

interface products for Honeywell.Touchscreen technology is another area

where aerospace ingenuity is influencingother markets.

Weve been working on our lamina-tion technology for a long time and per-fecting that for the avionics market. Whatweve found is that were able to hit theprice points required for ground vehicles,for luxury marine and other maritimeapplications, and have had a very success-ful start in penetrating those markets, saidRob McKillip, senior director of the HeadDown Display Center at Rockwell Collins.

The market has found that over timethey need some of the ruggedness andsunlight readability that we provide to theavionics market, he added.

Touchscreens have been around foryears, but industry observers acknowledgethat it is clearly the success of Apples

touch products such as the iPhone andiPod that has pushed aerospace in thatdirection. Most carry on, hand-held GPSunits for general aviation, such as Honey-wells AV8OR, use touchscreens to accesselectronic charts and other functions.

We see a lot of interest around touch-screens, said Cundiff. Part of it is due toApple give credit where credit is due.Consumers are getting used to the Appleinterfaces. Years ago, people didnt thinkthey needed it and were concerned aboutsmearing. Were seeing a lot of interestin applying this to aircraft cockpits (forinstalled systems as well as carry-ons), sowere doing a lot of work in that area. Incoming years youll see some productscome out in that area.

So what are the challenges associatedwith greater penetration of touchscreensin aviation, particularly in the business

product focus

DisplaysBy Barry Rosenberg

Touchscreens and larger displays gain greater foothold in aviation

Rockwell Collins Pro Line Fusion suite features15-inch displays. Image Rockwell Collins, Inc.

credit

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and commercial segments? Usability isone. Issues that have to be addressed whenusing touchscreens include the size oftouch area, the chance of miss-touching,how to use it during times of turbulence,how to make the important applicationseasier to access and determining whichfunctions should be done via hard key ver-

sus touchscreen.Sometimes we try to duplicate certain

critical functions on both, and it reallycomes down to usability, said Cundiff.You cant just say that everything worksfine in the lab. You have to think abouthow its used in the real environment.

Solving the smearing and smudgingproblem associated with touchscreens iskey to the penetration of the technologyinto business and commercial aviation.

What you do with a touch devicetoday when it starts to smudge is turn it

off and clean it with a cloth, said Cundiff.Of course, if its a critical piece of displayhardware in a cockpit you might not wantto turn it off to clean it. So the next ques-tion is, what can we do to keep it fromsmudging in the first place? Were workingthat pretty hard, as well. Think about adevice that some day doesnt smudge at allso you dont run into a cleaning issue.

Theres still interest among avionicsmanufacturers in organic LEDs (OLED),which use organic semiconductor mate-rial, for displays. Nobody thinks well see

a large-scale primary OLED display any-time soon, though some manufacturers aremore bullish on the technology than oth-ers. Honeywell, for example, is encouragedby some of the market moves theyve seenin this area, while others like RockwellCollins and GE Aviation are taking moreof a wait-and-see approach.

From Honeywel

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Avionics 2010