Avionics Magazine - February 2013

February 2013
SOFTWARE-DEFINED RADIO
After lengthy delays, systems
are finally being fielded
SYNTHETIC VISION
SVS systems gaining traction
in GA, rotorcraft markets
Countries around the world are deploying the next-generation of ATM technologies
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EDITORIAL
EDITOR-IN-CHIEF
Emily Feliz
301-354-1820
efeliz@accessintel.com
DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINE

Julie Blondeau Samuel
301-354-1770
jbsamuel@accessintel.com
CONTRIBUTING EDITORS
Frank Colucci, Ed McKenna,
Robert Moorman, James W. Ramsey,
Charlotte Adams
ADVERTISING & BUSINESS

PUBLISHER
Randy Jones
972-713-9612
rjones@accessintel.com
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Susan Joyce
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sjoyce@accessintel.com
DESIGN & PRODUCTION

GRAPHIC DESIGNER Gretchen Saval
PRODUCTION MANAGER Sophie Chan-Wood
301-354-1671
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CHIEF EXECUTIVE OFFICER
Don Pazour
EXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER
Ed Pinedo
EXECUTIVE VICE PRESIDENT, HUMAN RESOURCES
& ADMINISTRATION
Macy L. Fecto
DIVISIONAL PRESIDENT
Heather Farley
SENIOR VICE PRESIDENT & GROUP PUBLISHER
Jennifer Schwartz
VICE PRESIDENT, PRODUCTION & MANUFACTURING
Michael Kraus
SENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT
Sylvia Sierra
SENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER LOOK INSIDE
Robert Paciorek
VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT
Steve Barber
VICE PRESIDENT/CORPORATE CONTROLLER
Gerald Stasko
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www.avionicstoday.com February 2013 Avionics Magazine 5

inside
February 2013 • Vol. 37, No. 2
magazine
24
www.avionicstoday.com
Visit www.avionicstoday.com to begin a

subscription to the digital edition of Avionics.
industry ■ E-Letters
Traffic Tools ..................................... 16 • Review of top developments
NextGen and SESAR may be moving slowly toward implementa- in the civil
tion. But some modernized air traffic management systems are and military aircraft
already operational. electronics industry
by Robert W. Moorman
■ Webinars
military www.aviationtoday.com/webinars
SDR Takes Flight .............................24 • Beyond Line of Sight:

After a lengthy, and expensive, development period, software- Using Satcom Datalinks to
defined radio systems are being fielded in the United States and Enhance UAV Operations
around the world. • Navigating the Skies: The
by Charlotte Adams Future of GPS
product focus • Driving Innovation: A
Synthetic Vision Systems ................30 Software-Centric
Having proven their worth in business aviation to improve situ- Approach to Avionics
ational awareness, SVS systems are making in-roads in the Development
general aviation and rotorcraft markets. • Harnessing the Power of
by Ed McKenna Social Media
white paper in Avionics
iPad as EFB .....................................44 • Enhancing Your Flight
2012 marked the year of the ‘iPad Cockpit Invasion.’ Every day, Operations with Global Voice
more and more iOS apps are created to help streamline pro- and Data Connectivity
cesses that once were on paper.
by Luke Ribich, ASIG
The editors welcome articles, engineering and technical reports, new product information, and other industry news. All editorial inquiries should be directed to Avionics Magazine, 4 Choke Cherry Rd., Second Floor, Rockville, MD
20850–4024; 301-354-1820; fax: 301-340-8741. email: efeliz@accessintel.com. Avionics Magazine (ISSN-1085-9284) is published monthly by Access Intelligence, LLC, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850.
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inside
magazine
■ Online Resources
30 • Aerospace Acronym
Guide
www.aviationtoday.com/
av/acronym/a.html
• White Papers, Tech
Reports
www.aviationtoday.com/
at/otherdocs/
• Aviation Today’s Job
also in this issue Board
Editor’s Note www.aviationtoday.com/
Back from the Brink. . . . . . . . . . . . . . . . . . . . . . . . . . 6 aviationjobs/
Column: AEEC Report
Big Plans for 2013 . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Follow Avionics Magazine on
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Cover photo courtesy Saab Sensis
The editors welcome articles, engineering and technical reports, new product information, and other industry news. All editorial inquiries should be directed to Avionics Magazine, 4 Choke Cherry Rd., Second Floor, Rockville, MD
20850–4024; 301-354-1820; fax: 301-340-8741. email: efeliz@accessintel.com. Avionics Magazine (ISSN-1085-9284) is published monthly by Access Intelligence, LLC, 4 Choke Cherry Rd., Second Floor, Rockville, MD 20850.
Periodicals Postage Paid at Rockville, MD, and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the avionics industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one
year $129; two years $228. Foreign: one year $149; two years $278. POSTMASTER: Send address changes to Avionics Magazine, P.O. Box 3092, Northbrook, IL 60065-3092. Change of address two to eight weeks notice requested.
Send both new and old address, including mailing label to Attn: Avionics Magazine, Customer services, P.O. Box 3092, Northbrook, IL 60065-3092, or call 847-559-7314. Email: AV@omeda.com. Canada Post 40612608. Return
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Printed in U.S.A.
4 Avionics Magazine February 2013 www.avionicstoday.com

EDITORIAL
EDITOR-IN-CHIEF
Emily Feliz
301-354-1820
efeliz@accessintel.com
DIRECTOR, SATELLITE/AVIONICS/DEFENSE ONLINE

Julie Blondeau Samuel
301-354-1770
jbsamuel@accessintel.com
CONTRIBUTING EDITORS
Frank Colucci, Ed McKenna,
Robert Moorman, James W. Ramsey,
Charlotte Adams
ADVERTISING & BUSINESS

PUBLISHER
Randy Jones
972-713-9612
rjones@accessintel.com
SALES MANAGER
Susan Joyce
480-607-5040
sjoyce@accessintel.com
DESIGN & PRODUCTION

GRAPHIC DESIGNER Gretchen Saval
PRODUCTION MANAGER Sophie Chan-Wood
301-354-1671
schanwood@accessintel.com
AUDIENCE DEVELOPMENT
FULFILLMENT MANAGER George Severine
gseverine@accessintel.com
SUBSCRIPTION SERVICES/BACK ISSUES 847-559-7314
LIST SALES
Statlistics
Jen Felling
203-778-8700
j.felling@statlistics.com
REPRINTS
Wright’s Media
1-877-652-5295
sales@wrightsmedia.com
Access Intelligence, LLC

CHIEF EXECUTIVE OFFICER
Don Pazour
EXECUTIVE VICE PRESIDENT/CHIEF FINANCIAL OFFICER
Ed Pinedo
EXECUTIVE VICE PRESIDENT, HUMAN RESOURCES
& ADMINISTRATION
Macy L. Fecto
DIVISIONAL PRESIDENT
Heather Farley
SENIOR VICE PRESIDENT & GROUP PUBLISHER
Jennifer Schwartz
VICE PRESIDENT, PRODUCTION & MANUFACTURING
Michael Kraus
SENIOR VICE PRESIDENT, CORPORATE AUDIENCE DEVELOPMENT
Sylvia Sierra
SENIOR VICE PRESIDENT & CHIEF INFORMATION OFFICER LOOK INSIDE
Robert Paciorek
VICE PRESIDENT FINANCIAL PLANNING AND INTERNAL AUDIT
Steve Barber
VICE PRESIDENT/CORPORATE CONTROLLER
Gerald Stasko
For photocopy or reuse requests:

800-772-3350 or info@copyright.com
4 Choke Cherry Rd., 2nd Floor
Rockville, MD 20850
Phone: 301/354-2000
Fax: 301/340-3169
picwire.com/inside

editor’s note
by Emily Feliz
Back from the Brink

he clock struck midnight on Dec. 31, the ball
T dropped, confetti was thrown and, the United States

teetered on the brink, but did not fall over, the fiscal
cliff. It took some last-minute wrangling and tense
negotiations, but lawmakers passed, and the President
Obama ultimately signed, the American Taxpayer Relief Act
It seems the of 2012, raising taxes on top earning Americans and avoid-
ing the worst effects of the fiscal cliff.
country is back However, the bill put off a final decision on the fiscal
from the brink of cliff until March, and did not provide any action on the
the fiscal cliff, dreaded sequestration and its billions of dollars in spend-
ing cuts for the defense industry.
but we find Voices from around the country were relieved the coun-
ourselves back in a try missed the worse of the fiscal cliff but criticized law-
makers for lack of definitive action on sequestration. So it
odd, no-man’s-land
seems the country is back from the brink of the “cliff,” but
position yet again. we find ourselves back in a odd, no-man’s-land position
yet again.
“Congress has prevented the worst possible outcome
by delaying sequestration for two months. Unfortunately,
the cloud of sequestration remains,” Defense Secretary
Leon Panetta said in a statement. “Congress cannot con-
tinue to just kick the can down the road.”
And down the road could be even more complex for the
defense industry as the up to $45 billion in defense cuts
this year would be compressed into nine months instead
of 12, analysts warn. But sequestration is only part of
the challenge facing the industry. “The fear is still there,”
Richard Aboulafia, vice president of analysis of the Teal
Group told me in early January. “It’s more than sequestra-
tion … it’s the global economy, the credit picture that’s
still hanging over the industry.”
So now what? We didn’t fall over the cliff, but the coun-
try, and more specifically the defense and aerospace

industries, are hanging on by their fingernails. I guess the short answer is that
the industry must wait — wait for Congress, wait for the economy to improve,
wait for the next election perhaps, but wait nonetheless. It’s a familiar position,
one that the industry has been in for many, many months, as I wrote about in this
space last month.
Defense contractors in the United States are used to the wait and have said so
in recent weeks.. However, they warned prolonged action on sequestration could
have chilling impacts around the industry. Lockheed Martin CEO Marilyn Hewson
said the delay of sequestration “stifles investment in plant, equipment, people and
future research and development essential to the future health of our industry.”
In a statement issued in early January, BAE Systems said “the prolonged
uncertainty associated with sequestration, which has already made it virtually
impossible to plan near- and long-term business decisions, will persist for yet
another two months.”
At the risk of being redundant, as I have said this numerous times in this space,
it’s time for Congress to act to save this vital part of this country’s economy from
financial ruin. These cuts would be devastating and we simply can’t afford to let
cuts of this magnitude derail this industry and the overall economy. There are
many times and cases in which we have no control over our future. And it’s true
the economy isn’t something that can be easily fixed or changed. But in this case
at least as it pertains to sequestration, the future is entirely in the hands of the
Congress, which is a scary position to
be sure.
“If sequestration is not solved in the next 57 days, it would be an abdication
of responsibility by the leaders of this country, one that will only heighten Ameri-
cans’ cynicism and cement the public image of a grid-locked Washington that
simply doesn’t work,” said Aerospace Industries Association (AIA)
President Marion Blakey.
I’d love to hear from our readership on this. Is too much being made of the
impacts of sequestration? Not enough? Is it impacting your work? Send me an
email at efeliz@accessintel.com, or drop me a line on Facebook or Twitter
(@EmilyFeliz1). We’ll post a round-up of what everyone is saying about seques-
tration on our Website and e-letters
Until then, stay away from the ledge.

industry scan
OnAir CEO Sees 2013
as a Big Year for
In-Flight Connectivity
O
nAir, a key service provider in the in-flight connectivity arena, is hoping
for a banner year in 2013. Ian Dawkins, CEO, OnAir told Avionics sister
publication In-Flight Connectivity Insider 2013 will be the year when in-
flight connectivity becomes part of the mainstream for airline and busi-
ness aviation passengers alike.
“Airlines are starting to roll out these services across their fleet. This year, it will
become an entirely natural dynamic to people that if they travel, they can connect
to the Internet. That will become a reality around the world in 2013. This will be a
trend,” Dawkins said.
“I think the other trend to look out for in 2013 is the move towards GSM ser-
vices. Because of the explosion of smart phones, you will just be able to connect
Photo courtesy Emirates
A passenger connects onboard Emirates’ A380 via OnAir’s connectivity system.

when you are on the ground. The market is growing very quickly. At the moment, only
20 percent of the world’s aircraft have signed up to connectivity today. Only a very
small percentage have got connectivity up and working today,” he said.
OnAir, which counts Emirates Airlines, Singapore Airlines and TAM Airlines among
its client, offers its services across a number of different platforms via SwiftBroad-
band. It works with Thales, for example, and had done a number of deals with them,
as well as offering systems on Airbus aircraft.
“We are very agnostic in terms of what we want to do. It is part of our strategy.
Everyone talks about how big the pie is. But, you hear less about managing that ser-
vice. We have done it. Airlines are becoming more aware of the operational side. We
are looking at developing a number of applications that will enhance the operational
side of the business, and I do see that side of the business. Airlines are going to look
at how they can best optimize the passenger service, as well as optimize the opera-
tions of the aircraft. We can provide the infrastructure to allow these applications into
the aircraft,” says Dawkins.
Additionally, OnAir in September signed an official contract with Inmarsat finalizing
the appointment of OnAir as the first Aviation Distribution Partner for Global Xpress
(GX) Ka-band network. In preparation for the introduction of Global Xpress, OnAir has
already started to secure customers for the launch of the satellite service.
While the company has done a number of high-profile deals in the commercial
arena, the company also hopes to make more of an impact in the business aviation
market. In December, OnAir announced that its inflight connectivity system is now a
linefit option for buyers of Dassault’s Falcon 7X. The first Mobile OnAir and Internet
OnAir equipped Falcon 7X will be available for delivery in 2014 and owners may linefit
either or both services.
“From a business aviation market perspective, we have a very strong foothold in
the higher end of the market. We cover a very broad segment. We are entering into
just below that market now with GSM services. We are putting the emphasis on this
market on GSM. More and more people are starting to realize the value of GSM,” says
Dawkins. “That market will start to go through the change. That will be driven by small
lightweight GSM equipment. We have worked with a company to develop that equip-
ment and put it on board. It will be a requirement of all of the commercial airlines to
have connectivity. We are about to put out an announcement on the next level of busi-
ness jets with GSM services. They want to use this as a differentiator in the market as
well. This market is starting to change. We are not really in the smaller end of the busi-
ness jet market.” —Mark Holmes
For more on in-flight connectivity technologies and trends, visit In-Flight Connectivity
Insider at www.aviationtoday.com/av/in-flight-connectivity/

industry scan
a value added reseller for Global Xpress
COMMERCIAL (GX) in the air transport market.
The Ka-band network will be provided
Licensing for Wi-Fi
through a constellation of three satellites
The Federal Communications Commis-
and GX is scheduled to deliver full global
sion (FCC) in December approved new
coverage by late 2014.
rules to accelerate the deployment of in-
“We strongly believe Global Xpress will
flight Wi-Fi on more commercial flights in
be the first scalable, global solution opti-
the United States.
mized for the aero market,” said Michael
FCC shares regulation of in-flight con-
Small, Gogo’s president and CEO. “With
nectivity with FAA, and has allowed com-
the addition of Inmarsat’s Ka-band service,
panies to offer the services on an ad hoc
Gogo has the ability to provide the most
basis since 2001.
complete range of solutions, which enable
The newly formed rules will allow
us to service the full-fleet needs of our cur-
airlines to obtain broadband Internet
rent and future airline partners; regardless
licenses for their aircraft by getting FAA
of aircraft size, mission or location.”
approval as long as they prove the on-
Through GX, Gogo said it will offer
board systems do not interfere with
improved capacity, global coverage and
aircraft systems. FCC defines in-flight
significant cost advantages to its com-
connectivity systems as Earth Stations
mercial airline customers. Optimized for
Aboard Aircraft (ESAA) communicating
mobile users, including the global aero
with Fixed-Satellite Service geostation-
market, GX will deliver download speeds
ary-orbit space stations.
of up to 50 megabits per second, power-
“By reducing administrative burdens
ing in-flight solutions, affording a superior
on both applicants and the commission,
user experience for passengers and crew,
the new rules should allow the commis-
according to the companies.
sion to process ESAA applications up
“Gogo is a leader in in-flight connectivity,
to 50 percent faster,” FCC said in a
serving major commercial airlines across
statement.
the world and we are delighted to have
The decision comes following increas-
them as value added resellers for Global
ing pressure on FAA to expand the use
Xpress,” said Leo Mondale, managing
of portable electronic devices (PED) on
director of Inmarsat GX.
commercial flights. Earlier in December,
Gogo’s air-to-ground in-flight Wi-Fi
Sen. Claire McCaskill (D-Mo.) sent a let-
system is installed on more than 1,600
ter to FAA Administrator Michael Huerta
commercial aircraft including all domestic
saying she is “prepared to pursue legis-
mainline Delta Air Lines and nearly all of
lative actions” if FAA moves too slowly in
Delta’s regional jets; all AirTran Airways
updating its policies regulating PEDs.”
and Virgin America flights; and select Air
Gogo in GX Pact Canada, Alaska Airlines, American Airlines,
Gogo and Inmarsat in December signed Frontier Airlines, United Airlines, and US
an agreement that sees Gogo become Airways flights, Gogo said.
having acknowledged lack of support of
Cabin Lighting Market
the company’s two main shareholders,”
A research report released in December
according to a statement from Thales.
predicts the global commercial aviation
France, with a 27 percent stake, and Das-
aircraft cabin lighting market will hit $1.25
sault, with a 26 percent stake, are the two
billion by 2017, boosted by robust demand
main shareholders in Thales.
in the emerging markets.
Lévy served as CEO at French multime-
In its report “Global Commercial Avia-
tion Aircraft Cabin Lighting
Market, Forecast & Analysis
(2012-2017),” research firm WHEN PERFORMANCE MATTERS
MarketsandMarkets, based
in Dallas, said airlines, which
SHIELD YOUR
are dealing with increasingly
higher fuel prices, are looking CRITICAL DATA
With Carlisle Interconnect Technologies TVS/EMI Filter Connectors
toward lighter weight cabin
interiors to increase fuel
efficiency. Coupled with the
increase in orders for exist-
ing models and new models
expected to enter the market
the aircraft cabin lighting
industry is expected to grow
at 5.43 percent during the
period of 2012 to 2017. It
is expected that the aircraft
lighting market in China will
witness the highest growth
rate. The global commercial
aviation aircraft cabin lighting
market revenue is expected
to grow from $960.8 million
in 2012 to $1.25 billion by
2017.
New Thales CEO
Thales on Dec. 20 appointed
Jean-Bernard Lévy as its
new chairman and CEO, to
replace Luc Vigneron, who
resigned in December.
Vigneron resigned “after 480.730.5700 / Jerrik@CarlisleIT.com / www.CarlisleIT.com

industry scan
dia company Vivendi Citation Sovereign, the Jet-A fueled Turbo
for seven years prior Skylane JT-A and the TTx.
Photo courtesy Thales
to leaving that post Another Cessna aircraft slated to hit the

in June. market in 2013 — Grand Caravan EX —
“I have been earned FAA Type Certification in January.
aware for many
years of the passion UNMANNED SYSTEMS
and the high-level
Jean-Bernard Lévy Contract for Small UAS
expertise of the men
Five companies were selected in Decem-
and women who contribute to the group’s
ber to fulfill the Army’s small UAS contract,
numerous successes in many countries
worth up to $248 million.
around the world. In the global market-
Under terms of the Indefinite Delivery
place, Thales has all the strengths needed
Indefinite Quantity (IDIQ) contract issued
to play a leading role,” said Levy.
Dec. 21, AeroVironment, of Monrovia,
Calif., Elbit Systems, Lockheed Martin,
BUSINESS AVIATION Altavian, of Gainesville, Fla., and Innova-
Citation M2 Production tive Automation Technologies, also of
Cessna on Jan. 10 said it has begun the Gainesville, Fla., will be eligible to bid
initial production run of its Citation M2 light against each other on individual Delivery
business jet, with certification on track for Orders under the contract. The contract
second quarter of 2013. is a 3 base year contract with 2 one-year
Unit 800 is slated for demonstrator options. Lt. Col. Nickolas Kioutas, product
purposes, and is expected to roll off the manager for the Small Unmanned Aircraft
assembly line this April, the company said. Systems product office, Unmanned Air-
The front and aft cabin assemblies for craft Systems project office, PEO Aviation,
the light business jet are built at Cessna’s said the first delivery order award for Puma
Wichita, Kan., facility and are then trans- and Raven spare and repair parts in March
ported to Independence for final assembly 2013, with a completion date of 2017.
and delivery. NASA Global Hawk
“The M2 looks to be a fantastic product NASA in January was set to fly a Global
for the market in the light business jet cat- Hawk research aircraft as high as 65,000
egory,” said Brian Rohloff, business leader feet altitude over the tropical Pacific
for the M2. Ocean to probe unexplored regions of
The jet features Garmin G3000 avionics the upper atmosphere for global warming
systems, including three 14.1-inch LCD research.
primary and multifunction displays and The first flights of the Airborne Tropi-
two infrared, touchscreen control panels, cal Tropopause Experiment (ATTREX), a
and a new cabin design. multi-year airborne science campaign with
Other Cessna aircraft expected to hit the a heavily instrumented Global Hawk, were
market in 2013 include the Citation X, the to take off from Edwards Air Force Base in
Research Center in Moffett Field, Calif.
“This is our first opportunity to sample
the tropopause region during winter in the
northern hemisphere when it is coldest
and extremely dry air enters the strato-
sphere.”
The instruments onboard the aircraft
include remote sensors for measuring
clouds, trace gases and temperatures
Photo courtesy NASA
above and below the aircraft, as well

as instruments to measure water vapor,
cloud properties, meteorological condi-
tions, radiation fields and numerous trace
California, NASA said Jan. 8. Six flights were gases around the aircraft. Engineering
planned between Jan. 16 and March 15. test flights conducted in 2011 ensured the
“The ATTREX payload will provide aircraft and instruments operated well at
unprecedented measurements of the tropi- the very cold temperatures encountered
cal tropopause,” said Eric Jensen, ATTREX at high altitudes in the tropics, which can
principal investigator at NASA’s Ames reach -115°F.

industry scan
➤ Astronics’ wholly owned subsidiary
CONTRACTS
Luminescent was selected by Embraer
Defense and Security to supply exte-
➤ ViaSat will provide broadband airborne
rior lighting system, including navigation,
satcom services for a U.S. government
anti-collision, landing, taxi, aerial refueling
customer under a contract award valued
and formation lights, for the KC-390 Mili-
at $52 million. The one-year contract is
tary Transport and Tanker Program. The
a renewal for services already provided
KC-390 is expected to enter service
using ViaSat ArcLight technology over a
in 2016.
managed private network established in
➤ Accenture and GE Aviation have
2009 to support military missions.
formed a joint venture company called
ViaSat mobile broadband systems are
Taleris, which will provide commercial air-
designed using Ku- and Ka-band satcom
line customers with “intelligent operations
links. These systems are flown on more
services focused on improving efficiency
than 300 government aircraft such as the
by leveraging aircraft performance data,
C-130, C-17, U-28, and various King Air
prognostics, recovery and planning opti-
models, accumulating more than 500,000
mization solutions that will include assets
mission hours, the company said.
and capabilities from both Accenture and
➤ Northrop Grumman issued a $33 mil-
GE,” the companies said. Taleris leverages
lion contract to Telephonics to develop a
GE Aviation’s intelligent operations and
multimode maritime radar system for the
ProDAPS predictive analytics technology
U.S.Navy’s fleet of MQ-8B Fire Scout verti-
to analyze data from “tip to tail” sensors
cal takeoff and landing UAV.Telephonics
for multiple aircraft parts, components and
will develop a total of nine radar systems,
systems and make predictive recommen-
designed to provide the MQ-8B Fire Scout
dations to optimize aircraft maintenance
with wide-area search and long-range
and flight operations.
imaging capability.
➤ British Airways has selected Honey-
➤ The U.S. Naval Air Systems Com-
well’s Next Generation Flight Management
mand (NAVAIR) has awarded a $31.7 mil-
System to increase navigation database
lion contract to Cobham to provide the
capacity on its B747-400 fleet.
AN/ALQ-99 low band transmitter-antenna
➤ Sikorsky Aircraft has contracted Cob-
group (LBT-AG) for EA-6B and EA-18G
ham Aerospace Communications to
electronic warfare aircraft. The LBT-AG
provide its Model 265-005 area micro-
provides protection for strike aircraft by
phone preamplifier for the U.S. Marine
disrupting enemy radar and communi-
Corps CH-53K Super Stallion. The Model
cations, Cobham said. Cobham will be
265-005 is designed to detect and amplify
providing the low band transmitters for
cockpit signals for routing to voice record-
undisclosed foreign military operators, as
ers. U.S. Marine Corps is purchasing 200
the contract includes the first installment
CH-53Ks starting in 2018 as part of a
of a two-part procurement for foreign
replacement program for the CH-53E.
military sale.

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17824 www.avionicstoday.com February 2013 Avionics Magazine 15

Photo courtesy Thales
industry
By Robert W. Moorman
he development and deployment of air and ground-based air traffic man-
T
operators.
agement (ATM) systems continues well in advance of the plans to modern-
ize the transportation systems in the United States and Europe.
While an integral part of FAA’s Next Generation Air Transportation
System (NextGen) and Europe’s Single European Sky ATM Research
(SESAR), ATM systems are already providing benefits to airports and aircraft
“It is a developing situation, with some of these ATM systems having been
fielded, while others are under development,” said C. Zachary Hofer, aerospace
NextGen and SESAR may be moving slowly toward
implementation. But some modernized air traffic
management systems are already operational.
The Thales TRAC 2000 radar, pictured here in

Ymare, France, is designed for en-route control
area, allowing reduced separation between air-
craft, according to the company. Here is is co-
mounted with the RSM 970S Monopulse Secondary
Surveillance Radar, which provides controler
support in severe air traffic conditions.
and defense analyst for Forecast International. “We have seen an up tick in sales
of new ATM systems.”
Avionics Magazine took a look at some of the ATM systems that are now or
soon to be operational.
Saab Sensis: In 2011, Saab Sensis deployed Airport Surface Detection Equip-
ment, Model X (ASDE-X), a situational awareness system, to 35 major U.S. air-
ports. The company also is a prime contractor for the Runway Status Lights
(RWSL) program. Saab Sensis won a $54 million follow-on contract to ASDE-X
in January 2012 for the Airport Surface Surveillance Capability (ASSC) program,
which requires the deployment of a similar system to nine additional airports,
Photo courtesy ITT Exelis
ITT Exelis’ OpsVue v1.8 system shows four active diversions (highlighted in blue) among more than 8,600 actively tracked aircraft in the
National Airspace System.
including Ted Stevens Anchorage International Airport (Alaska) and Kansas City
International Airport (Missouri).
Each ASSC deployment incorporates Saab Sensis’ multilateration, safety logic
conflict detection and alerting software, air traffic controller working positions
and recording/playback functionality. ASSC will process the automatic depen-
dent surveillance-broadcast (ADS-B) data along with other sensor sources for a
single view of the airport runways and taxiways.
The foundation of a lot of Saab Sensis ATM technology, including the ASDE-X
program, is multilateration sensors, which are small sensors distributed along the
surface of the airport. The sensors are, in effect, radios that communicate with
the aircraft transponders. So, as the aircraft taxies, each transponder commu-
nicates with the several multilateration sensors that triangulate a very accurate
position of the aircraft to the control tower. The technology might be described as
a ground-based Traffic Alert and Collision Avoidance System (TCAS), with alerts
going to the controller. “We have shown the ability to provide those alerts to the
cockpit as well,” said Ken Kaminski, senior vice president and general manager
at Saab Sensis.
Additionally, RWSL provides visual collision alerts to the pilot while taxiing.
Lights in the runway, controlled by the ASDE-X system, turn on or off to help con-
trol movement of aircraft and help prevent aircraft from moving onto an already-
occupied runway or taxiway. That system is being deployed.

Syracuse, N.Y.-based Sensis, which was acquired by Saab in August 2011,
began its business providing safety technology for ground operations, but has
since evolved to also provide wide-area multilateration systems.
Aerobahn, Saab Sensis airport surface management system, builds on the
same data that comes out of sensors from ASDE-X and multilateration systems.
Initially, Aerobahn was deployed as an automated surface management and safe-
ty system, but the technology is also used for low-level coverage, precision run-
way monitoring on parallel approaches and as a landing aid on oil platforms.
As the technology matured, Saab Sensis realized Aerobahn is a “collaborative
decision making tool” that could be used by air navigation service providers as
well as airlines and airport authorities to share information about what is happen-
ing on the surface of the airport, Kaminski said.
Saab Sensis recently added several features to its Aerobahn system deployed
at John F. Kennedy International Airport (JFK). The enhancements to the Unit-
ed States’ first operational Collaborative Decision Making (CDM) environment
include flight specific call for taxi times to further improve sequencing, thereby
reducing fuel burn and environmental emissions. The Aerobahn platform will also
add ATC Voice tracking across 20 discrete frequencies to enable users to hear
ATC instructions while viewing surface operations.
In 2011, Saab Sensis won a follow-on contract from the Port Authority of New
York and New Jersey to deploy a departure metering and sequencing tool at JFK,
on top of the Aerobahn platform. In conjunction with FAA, the tool is used
to determine the optimum sequence in which the aircraft should be released
for departure.
Aerobahn is also now operational at LaGuardia Airport as well as at Denver
International Airport. In December 2012, Phoenix selected Aerobahn for use at
Phoenix Sky Harbor International Airport. The city’s airport operations will also
use Aerobahn’s Dynamic Rules Alerting to manage the Department of Transporta-
tion’s Tarmac Delay Rule by providing alerts to operations staff in advance of air-
craft reaching the three or four-hour limit.
Honyewell: Honeywell continues with the air trials of its SmartTraffic Proce-
dures in Oceanic Airspace (ATSA-ITP) system outfitted on United Airlines 747s
flying over the Pacific Ocean. The FAA-sponsored project started 3½ years ago
and will result in validation of fuel savings that the system can provide. The trials
are expected to conclude in summer 2013.
The overall system consists of a Honeywell Traffic Alert and Collision Avoidance
System (TCAS) linked with a Goodrich electronic flight bag (EFB). The EFB runs a
SmartTraffic software package developed by Honeywell. SmartTraffic technology
is the foundation for Honeywell’s ADS-B enabled Hybrid Surveillance and Air-
borne Traffic Situational Awareness (ATSAW) functions. Developed in partnership
with Airbus, the ATSAW system provides a more intuitive display of surround-
ing aircraft, while allowing pilots to better plan for oceanic flight level changes to
reduce fuel burn.
The combined technologies are meant to overcome the fundamental problem
of antiquated in-flight procedures for aircraft separation over water. Airlines fly-
ing over the ocean today still have to maintain a 50 nautical miles plus separa-
tion from other en trail aircraft. Present FAA rules do not allow aircraft to climb
to higher altitude to achieve better fuel economy if another aircraft is within that
separation range. The SmartTraffic-based technology greatly reduces that sepa-
ration range (15-20 nautical miles), which would help allow the aircraft to get to
higher altitudes sooner and burn less fuel.
Based on estimates derived from the early tests, aircraft equipped with this
SmartTraffic-based system could save around $200,000 or more per year, per
aircraft in fuel costs, said Bob Witwer, vice president of Advanced Technology
at Honeywell.
In other ATM related developments, Honeywell is enhancing its synthetic vision
system to show pilots a 3-D representation of the aircraft, taxiways and other
ground traffic. Honeywell’s 3-D taxiway software displays traffic as if the pilot is
looking down from outside and above the aircraft, in what Honeywell describes
as an “ecsocentric view.”
Witwer used another form of transportation to illustrate: “It’s the kind of view
you would have if you ever para-sailed,” he said. “You’re up on a tether and
behind the boat. That’s the view we provide to the pilot.”
Along with the 3-D display are magenta colored lines to show where the air-
craft is supposed to go, along with taxiway markers to provide better situational
awareness.
Honeywell has yet to name this software enhancement to its synthetic vision
system. For now, Honeywell is calling it a 3-D Taxi Display. Simulated and actual
tests on the new software are continuing in Redmond, Wash., Phoenix, and
Morristown, N.J.
Honeywell and other companies continue to work on the four-dimensional (4-D)
optimized and upgraded air traffic management ATM technology, which will allow
aircraft to fly more accurate and efficient routes without the need for control-
lers to provide vectoring instructions. The 4-D system also is being developed to
provide predictability for flight arrivals and departures. The system will be part of
NextGen and SESAR modernization efforts.
In February 2012, Airbus conducted the first flight of the system outfitted on
an Airbus A320, flying from Toulouse, to Copenhagen and Stockholm. Flight
management systems (FMS) of Thales and Honeywell were used as part of the
Initial-4D trajectory management system. In-flight, the aircraft’s FMS, the air
traffic management system and the arrival flights sequencing system communi-
cated via datalink and agreed on a specific Controlled Time Over (CTO) point in
the descent phase. The
aircraft arrived “within
Photo courtesy Saab Sensis
one second of the CTO,

demonstrating the accu-
racy of the predicted
flight trajectory,”
according to officials.
More flight trials and
simulations are planned
for 2013.
Thales: Thales is
becoming a significant
player in ATM systems.
In 2012, Thales was
selected to supply and
A screen shot of Saab Sensis Aerobahn surface management system at Denver
International Airport.
install all the navigational
aids for a new
commercial airport on St. Helena Island, a British protectorate in the South
Atlantic Ocean.
In September, Deutsche Flugsicherung (DFS), the German air navigation ser-
vice provider, approved its final site acceptance for the Precision Approach Moni-
toring System for Frankfurt (PAM-FRA). Thales Air Systems and Electron Devices
GmbH builds the Wide Area Multilateration (WAM) system, which has been tested
thoroughly and will now be integrated within the ATM environment. The Thales
WAM, PAM-FRA is the first operational WAM system in Germany. The system is
expected to become operational by April 2013.
Thales provides several ATM products for the civil aerospace market under the
TopSky brand name. TopSky-Tower is the new ATM tower product for surface
management, incorporating tower automation technology while TopSky-ATC is
an automated ATM system featuring the latest in air traffic control and Human
Machine Interface (HMI) solutions. TopSky-ATFM is Thales’ new Collaborative Air
Traffic Flow Management product. TopSky-Simulation is the new ATC Simulation
tool, featuring innovative HMI and controller tools, and TopSky-AIM is the new
AIXm5-based Aeronautical Information Management tool. All these products sup-
port the SESAR and NextGen developments, according to Thales, and complies
with ICAO’s Aviation System Block Upgrades.
“For us to stay ahead of the game, we try and anticipate the ATM needs of our
customers,” said Lionnel Wonnerberger, director of Strategy and Business Devel-
opment-Air Systems, Thales Australia.
A key enabler for moving ATM technology forward is the deployment of ADS-B,
which is a major pillar of NextGen. “Once you have a lot of aircraft equipped with
ADS-B, and providing data, then that data can be used for an array of airborne
and ground-based ATM applications,” said Mike Watson, Thales’ authority on
air traffic management.
ITT Exelis: ITT Exelis, which is the contractor behind the ground infrastruc-
ture of FAA’S ADS-B program, and Metron Aviation, a subsidiary of Airbus
Americas, are collaborating to develop a product that will provide airports with
a comprehensive view of air and ground operations. The partnership will incor-
porate the flexible flight data visualizations of ITT Exelis Symphony OpsVue
with Metro Harmony for Airlines flow management and Collaborative Decision
Making capabilities to track aircraft and vehicle movement.
Symphony OpsVue is a Web-hosted application that visualizes all flights in
the National Airspace System and operational monitoring and alerting for diver-
sion management and irregular operations. The technology provides up-to-date
aircraft surveillance data.
Metron Aviation: In September, Airservices Australia commenced operations
with Metron Harmony Air Traffic Flow Management ATFM system. Metron
Harmony will allow Airservices Australia to implement traffic management initia-
tives to align air traffic demand with available capacity.
Initial operating results from Airservices have demonstrated a dramatic per-
formance improvement already. As a direct result of Harmony, aircraft airborne
holding into Sydney has been reduced by about 33 percent, producing fuel
savings of $6.5 million in the first two months of operations in Sydney alone,
according to Metron. Average flight times have been reduced by five minutes
per flight on the Melbourne-Sydney run, equating to over 40,000 tons of CO2
per year.
ERA: ERA, supplier of safety, surveillance and flight tracking equipment, is a
case in point. Belgocontrol, the Belgiuan air navigation service provider, recent-
ly selected the Czech Republic-based ERA to supply 110 vehicle-mounted
SQUID transmitters for surface vehicle tracking at Brussels Airport.
The SQUID self-contained vehicle-tracking unit broadcasts the exact position
of ground vehicles continuously. By using permanently mounted or portable
squitter beacon transmitters, SQUID reduces the risk of vehicle collusions, par-
ticularly during low visibility conditions. SQUID is operational at some of the
larger international airports, including London Heathrow, Frankfurt, Amsterdam
Schiphol and Moscow Domodedovo.
ERA manufactures low-cost ADS-B and WAM surveillance systems, and is
involved indirectly with SESAR through Eurocontrol and EUROCAE, said Tim
Quilter, director of corporate strategy.
Deployments of ERA products include Namibia, where a countrywide WAM
system was installed; Azorez, combined WAM/ADS-B system; New Zealand,
terminal approach system in Queenstown, extended due to the success of the
‘NextGen and SESAR should never have been thought of as a ‘big bang’
transformation piece, but as an implementation of parts and pieces ... This is
why there are a lot of problems with implementing NextGen and SESAR.’
–– Neil Planzer, vice president of Boeing ATM
initial deployment; and Fiji, ATM system, ADS-B surveillance with WAM to deal
with non-equipped aircraft.
Raytheon: Raytheon Air Traffic Management manufacturers and services a full
line of ATM systems for civil and military applications that are operational in over
50 countries. One new product worth noting is its AutoTrac family of open archi-
tecture ATM systems with fully integrated surveillance and flight data processing
systems, including AutoTrac III, Raytheon’s next generation ATM system.
Boeing: Boeing’s “Wind Update” service provides flight crews with real-time
wind, temperature and weather information. Virgin America is the launch
customer.
Additionally, Boeing’s ATM division is working with NAV Canada, the air naviga-
tion service provider, on implementing “tailored arrivals” for its busiest airports.
The system will provide efficiencies in managing inbound traffic, particularly.
Implementation of this software at Canadian airports is expected around 2013.
In addition, Boeing is looking at “mortar between the bricks” information man-
agement solutions for NextGen, said Neil Planzer, vice president of Boeing ATM.
The effort is part of the Systems Engineering 2020 (SE2020) program, a portfolio
of contracts is worth around $6.4 billion over 10 years.
Boeing is also involved on finding other uses for new technology developed for
NextGen and SESAR. Example of this cross over potential of technology: GPS
was developed initially as a targeting system. Now, GPS systems are common-
place in aircraft and automobiles as a navigation aid.
“NextGen and SESAR should never have been thought of as a ‘big bang’ trans-
formation piece, but as an implementation of parts and pieces,” said Planzer.
“This is why there are a lot of problems with implementing NextGen and SESAR.”
The logistics of equipping thousands of aircraft and ground stations with the
necessary and hardware and software make it challenging. “This is no longer a
technology issue,” he said. “This is now an issue of operations and implementa-
tion. We should have thought through how this was going to happen years ago.”
Boeing is one of three prime contractors working with FAA to develop
solutions for NextGen implementation, as part of a 10-year agreement worth
up to $1.7 billion.
military
SDR Takes
Photo courtesy Rockwell Collins and Harris Corp.
After a lengthy, and expensive,

development period, software-
defined radio systems are
being fielded around the world

Left to right, the Harris Airborne Multiband
Radio (HAMR), the Harris Small Secure
Data Link (SSDL) and the Rockwell Collins
Gen5 ARC-210 Software-Defined Radio.
By Charlotte Adams
fter a prolonged and costly gestation, software-defined radio (SDR) tech-
A nology is gaining ground. Airborne tactical networking radios, data links

and relays based on SDR architectures are being fielded today. New pro-
curements are brewing in the United States and elsewhere, and SDR has
gone from concept to reality.
A SDR is like a computer with a radio frequency (RF) front-end. Functions that
previously were hard-wired, such as modulation/demodulation and encoding/
decoding, are now programmable, said Lee Pucker, CEO of the Wireless Innova-
tion Forum, an industry standards group.
“All modern radios are SDR,” says one military program manager. The tech-
nology is “becoming the standard by which we launch all new developments,”
agrees Troy Brunk, Rockwell Collins’ acting vice president and general manager
for communications and navigation. But whether SDR technology has reached
the off-the-shelf procurement level remains to be seen. The U.S. Army’s new
Small Airborne Networking Radio (SANR) NDI (non-developmental item) program
will test that view.
The way has not been smooth. The mammoth Joint Tactical Radio System
(JTRS) development program reportedly consumed $15 billion over 15 years with

only a 50 percent success rate. The survi-
vors are the MIDS JTRS airborne data link
— for Multifunctional Information Distribu-
Photo courtesy Rockwell Collins
tion System — and the Handheld Manpack

Small Form Fit (HMS) radios. Gone are the
Ground Mobile Radio (GMR) and the Air-
borne Maritime Fixed (station) (AMF) con-
tracts, although the AMF moniker remains
with new programs. The current small tac-
Rockwell Collins in January said it completed the first
tical airborne networking SDR, Rockwell
installation of the ARC-210 Gen5 radio on an HH-60G
Combat Search and Rescue (CSAR) helicopter for the U.S.
Collins’ fifth-generation ARC-210, was
Air Force Air National Guard (ANG), developed with about $33 million in fund-
ing from the Naval Air Systems Command
(NAVAIR) outside of the JTRS program.
Part of SDR’s allure is its promise to reduce life-cycle costs, compared with con-
ventional radios. If additional capability is needed once the radio has been shipped,
and that capability can, for the most part, be added via software, then it could be
less expensive in the long run, explains Tom Waters, NAVAIR’s ARC-210 team lead.
“If we’re maintaining [RF] hardware that doesn’t change, it’s easier — the logistics
footprint is minimized.”
Another advantage is increased operational flexibility, says Mark Robey, product
manager for the Army’s SANR program. For example, if a mission requires a two-
channel radio to run the Soldier Radio Waveform (SRW) on both channels, instead of
two different waveforms, such changes can be made in the field.
ARC-210 Reinvents Itself
The Navy is buying the generation-five (Gen5) Rockwell Collins’ ARC-210 radio,
redesigned as an SDR. Between 750 to 1,000 of the new radios have been delivered
and a handful have been fielded, Waters says. Gen5 platforms include variants of
the V-22, H-60, H-1, H-53 and E-2. (The Air Force also buys off the Navy contract.)
The SDR now ships with the HaveQuick, Demand Assigned Multiple Access (DAMA)
SATCOM and Single Channel Ground and Airborne Radio System (SINCGARS) soft-
ware waveforms.
Perhaps the Gen5’s biggest benefit is the radio “fits in the same spot in the air-
craft,” Waters says. It uses the same mounting and interfaces and exactly the same
connectors as prior generations of the product. The interfaces and form factor were
defined a long time ago and would be very disruptive to change. The difference is
that “all waveforms in the Gen5 radio are software-defined.”
“It’s 100 percent backward-compatible,” Brunk says. “All functionality that’s ever
existed before, we retained. The same size, weight and power, identical connectors
and pinouts.” There are still spare connectors, and now there is an Ethernet port.
The ARC-210 program currently is working to incorporate the Integrated Waveform
(IW) into the new radios. Billed as “DAMA [SATCOM] on steroids,” with improved
connectivity and greater user access, IW is expected to be fielded in Gen5 radios
this year.
Data Link: MIDS JTRS, a four-channel SDR produced by Data Link Solutions
(DLS), is being fielded on F/A-18E/Fs. (DLS is a joint venture between Rockwell Col-
lins and BAE Systems.) The current MIDS JTRS radio operates the Link 16 software
waveform. The spare channels could be used for Link 16 enhancements as well as
the Tactical Targeting Network Technology, (TTNT) waveform, Brunk says. Rockwell
Collins hopes to be under contract to put TTNT into the radio in the second quarter
of 2013 and to be fielding it by the FY 2015 timeframe.
SANR and SALT: SANR, a new Army program, seeks an essentially off-the-shelf,
two-channel radio for Apache AH-64D Block III, Black Hawk UH-60M/L, Chinook
CH-47F and Kiowa Warrior OH-58F helicopters. SANR comes under the AMF
umbrella as the successor to the AMF two-channel Small Airborne (SA) radio, which
aimed to replace conventional single-channel radios like the ARC-210 but was even-
tually terminated over schedule and cost concerns. SANR would fill an urgent need
— the service views the airborne node as critical, Robey says.
SANR scales back the requirements of its predecessor. The SA two-channel SDR
was expected to run dozens of waveforms, including the Wideband Networking
Waveform (WNW), SRW, Mobile User Objective System (MUOS), VHF/UHF Line of
Sight and Link 16 wave-
forms — two of them
simultaneously if need
be. For now the Army has
split off SA’s prior Link 16
requirement into a sepa-
rate two-channel SDR, the
Small Airborne Link 16 Ter-
minal (SALT), aimed just at
the Apache fleet.
SANR, by contrast,
focuses on the waveforms
that are required immedi-
ately. The Army wants to
be able to operate the SIN-
CGARS and SRW wave-
forms simultaneously, and
run a “mid-tier” waveform
such as the WNW. Con-
tract award is expected in
FY 2014, and as many as
7,000 radios could be procured over a 12-year period.
SANR’s NDI approach reflects the thinking that “there’s been enough money out
there in industry [for] there to be something … ready to go,” Robey says. Replies to a
July 2012 RFI were encouraging, with a lot of the candidates well within the required
dimensions, a tough challenge. The Army understands some products would have to
go through certification for airborne use, but SANR is not a development program, he
says.
Among the candidates for SALT and SANR is Harris’ Small Tactical Terminal (STT).
The company has sold more than 100 STTs, and they are flying on multiple airborne
platforms today, says Ed Zoiss, vice president of programs for Harris’ C4ISR busi-
ness. The dual-channel radio can operate VHF/UHF and Link 16 simultaneously or
run two channels of VHF/UHF, and can function as a VHF/UHF relay. “It fits squarely
into the SALT domain,” Zoiss says.
Although SALT is looking for a Link 16 SDR for the Apache, the Army also is putting
some STTs on the Apache, according to Zoiss. Data from the test and evaluation of these
units probably will be used by the service to formulate how they go forward, he thinks.
There would be advantages to having an integrated solution like STT for the
Apaches, and the SALT procurement has gone back and forth on the issue, Zoiss
says. Having Link 16 and VHF/UHF radios in one box would simplify integration —
with one chassis, one power supply and one set of connectors. The company is
positioning the Harris Airborne Multiband Radio (HAMR) for the SANR buy. HAMR is
the “back half” of the STT, with two channels of VHF/UHF. HAMR has not been field-
ed yet, but it is a “simple matter” to remove the Link 16 unit from the current configu-
ration, Zoiss says.
General Dynamics sees an opportunity for its small form fit (SFF) “B,” a two-channel
HMS radio, in the SANR program. The radios already are planned for the Shadow UAV
program as communications repeaters for the ground network, says Joe Miller, director
of business development and strategy for General Dynamics’ C4 Systems.
Because the SFF-B is intended for embedded in applications, it “has really
lined up well with SANR requirements,” Miller says. Airworthiness certification for
use on helicopters is not that great a bar, he says, because the radio is not flight-
critical equipment.
The Gen5 ARC-210 radio could also fit this space even though it is a single-chan-
nel radio, Brunk says. It can do cross-banding and transmit/receives over a second
receive path built into the radio.
SDR Challenges
The No. 1 hardware challenge for SDR is size, weight and power (SWAP). SDR archi-
tectures dissipate a lot of heat and the availability of cooling on an aircraft is limited.
Antennas are also a limiting factor since size depends on frequency. And analog-to-digi-
tal conversion is not as close to the antenna is designers would like.

But software is more of an issue,
says Vik Patel, CEO of Datasoft, a Spanish SDR
Software-defined radio (SDR) is now an international phenom-
developer of SDR technology and
enon, with procurements in the European Union, India and
waveform-building tools. Software elsewhere.
has a tendency to expand to Indra, a Spanish technology company, is developing a single-
consume the processor it runs channel data link SDR for unmanned air vehicles with Spanish
on, and battery life depends on government funding. At this time there are two versions. One is a
software efficiency. Also net- High-Speed Data Link (HSDL) for transmissions such as real-time
work monitoring and spectrum compressed video, says Alberto Quintana, a senior engineer with
management issues have to be Indra.
The second version is a High-Integrity Data Link (HIDL) suit-
resolved, he says.
able for the exchange of command and control and navigation
There are also security chal- information between a ground terminal and an airborne platform.
lenges about information that HIDL can supply network capabilities for uplinked and downlinked
could be leaked if the network data, such as platform commands, telemetry, digital voice for air
was tapped into. The size of the traffic control purposes and narrow-band sensor data. The cur-
pipes, the accessibility of infor- rent solution uses Ku-band for the HSDL and C-band for the HIDL,
mation to multiple nodes and Quintana says. It does not employ the Joint Tactical Radio System
software environment or waveforms but rather uses a custom-
the kind of data sent over the
ized, light-weight environment targeted at airborne applications.
networks “is still under a lot of —Charlotte Adams
scrutiny,” says Brunk of Rock-
well Collins.

product focus
Photo courtesy Honeywell
Having proven their worth in business aviation to

improve situational awareness, SVS systems are making
in-roads in the general aviation and rotorcraft markets
By Ed McKenna
s the technology gains greater acceptance in the business jet market,
A synthetic vision system (SVS) vendors are refining their offerings and
looking to expand their user base. General aviation and rotorcraft mar-
kets are prime targets since the technology’s key attribute of improving
the pilot’s situational awareness is on its own a selling point. Mean-
while, companies are still pressing efforts to gain operational credit that is sig-
nificant enough to attract air transport customers and, eventually, build a system
that combines synthetic and sensor data.
The aviation industry sees synthetic vision no longer as “a novelty” but more

as “something that is
The four Honeywell displays include, from left to right, pro- expected,” said Grady
totype combined enhanced vision system (EVS)/SVS, tradi-
tional primary flight display, navigation display and certified
Dees, director of techni-
synthetic vision display on approach into Morristown, N.J. cal sales at Tucson, Ariz.-
based Universal Avionics
Systems, which rolled out
the first certified synthetic
vision product for Part 25
aircraft about six years
ago. This expectation is
especially true of the new
corporate jets, but the
higher profile of the tech-
nology in forward fit is
boosting greater interest
in it in the retrofit avionics
market as well, he said.
In fact, companies are
reporting that potential
customers are increas-
ingly specifically request-
ing synthetic vision. “The
technology is very well
received in the market; we
have fielded thousands
of systems with synthetic
vision technology,” said
Bill Stone, avionics products manager at Garmin. The company offers its Syn-
thetic Vision Technology (SVT) on it G1000 cockpit and new G5000 and it is a
standard feature on its retrofit G600 product. “It really does enhance situational
awareness and gives (the pilot) a lot more confidence … (than) reading a couple
of needles on a HSI.”
“Our CEO likes to call it the sizzle on the steak … it is a piece that puts you
ahead of the competition when you have it,” said Dees.
The competition is a formidable lineup including Rockwell Collins, Honeywell
and Cobham. Along with Universal Avionics and Garmin, all are reporting a boost
in interest in their synthetic vision offerings. “It has been pervasively and enthusi-
astically embraced in the business jet market, and I sense (its appeal) is starting
to move ‘up market’ … into regional systems… and even some air transport plat-
forms,” said Craig Peterson, director, avionics and flight controls marketing for
Rockwell Collins.
Photo courtesy Rockwell Collins
Rockwell Collins’ Head-Up Guidance System (HGS) depicts synthetic vision technology of a head-up display.
The technology is often getting into the cockpits of new business aircraft
via avionics suites from companies, such as Rockwell Collins, Honeywell and
Garmin. The growing use of these integrated cockpits may in fact be providing
the foundation for its eventual use on new regional transport aircraft, such as
Embraer CSeries regional jets, that have adopted the same avionics architecture
“that is pervasive throughout corporate jet marketplace,” said Peterson.
Along with the forward fit, there is also appeal in the aftermarket. But a retrofit
for older aircraft can be a more complicated and costly proposition. The systems
require mass storage capability and a significant amount of bandwidth and pro-
cessing power, and the installations can be “rather invasive in an aftermarket
application,” said Peterson.
Still there is a market for the retrofit that Rockwell Collins and other compa-
nies are addressing. Garmin for example has reported solid sales of its G500 and
G600 retrofit cockpit systems, the latter with synthetic vision technology as a
standard feature. After a good year in 2011, sales of the retrofit cockpit displays
have “remained pretty strong (and) we still see the overwhelming majority of flight
displays (customers) opt to have synthetic vision,” said Jim Alpiser,
director of aviation aftermarket sales
for Garmin.
“We continue to see strong growth in the retrofit special-mission market,” said
Gordon Pratt, director of business development at Cobham Commercial

Systems, based in Mineral Wells, Texas. With operators facing tight budgets,
“new aircraft are too expensive, so (they) are tending to modernize existing
assets, particularly avionics.”
As far as the different market segments are concerned, “we are not seeing a
real change in the base of who buys this stuff … it is (still) primarily the corporate
business jet (segment),” said Dees. However, Dees did call attention to a niche
developing among owner operators of small general aviation aircraft, such as
the Pilatus PC-12 NG; it is a niche that is gaining the attention from the different
technology providers.
A boost in situational awareness all by itself provides value to the owner opera-
tors who flying Part 23 or Part 23 Class 4 aircraft, said Peterson. These are
operators who “are worried … (about pilot) workload and situational awareness
(issues).”
Last year, Honeywell made synthetic vision available to operators of the Pila-
tus PC-12 NG as an option on its Primus Apex flight deck, which is designed
for single-engine turboprops through light jets. Operators of the PC-12 can get
essentially the same SmartView synthetic vision that is available on Honeywell’s
Primus Epic avionics found in much larger aircraft, such as the Gulfstream G650
and Dassault Falcon 900EX.
“We try to provide it in different portions of the market, and it is really the same
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experience,” said Larisa Parks, vice president of marketing and product manage-
ment at Honeywell. With Primus Apex, the company is leveraging the same archi-
tecture it designed for it Primus Epic, and “because they have that level of com-
monality, we can deliver synthetic vision to both of those platforms as a software
upgrade,” Parks said. Primus Apex is also on Viking Aircraft Twin Otter 400 and
China’s Y-12F, but only PC-12 includes the option of the synthetic vision now.
SVS for Helicopters
The rotorcraft market has also shown “pretty significant interest (in synthetic
vision),” said Dees, noting Universal had recently completed one display with
synthetic vision installation for a foreign government application in rotorcraft and
was working other rotorcraft programs.
According to synthetic vision providers, the systems deployed on the helicop-
ters are essentially the same as on fixed-wing platforms allowing for refinements
to account for vibration and other environmental issues associated with special
missions that the platforms may be used for, such as oil or ocean exploration,
said Peterson.
There are some obvious operational differences. Since they fly so close to the
Photo courtesy Garmin
Garmin’s Synthetic Vision Technology is integrated on the primary flight display (PFD) of the G1000 avionics suite.

ground, “they need to have a more precise awareness of the terrain, particularly
obstacles that they are flying around,” said Sarah Barber, principle systems engi-
neer, advanced concepts for Rockwell Collins. For this reason, there “is a slightly
different utilization of the processing capability within synthetic vision system”
and there tends to be more focus on a higher resolution terrain database, so that
the terrain can be more accurately mapped, said Barber.
“Because of the processing limitations, you won’t be drawing out that far ... so
there is a trade-off between the resolution of the image and the virtual distance
that will (be) drawn (in) that image,” said Barber.
The types of missions operated by rotorcraft using, for example, low nap of
earth flying, can actually create “a broader value proposition than the mission
profiles that you see in fixed-wing corporate or transport platforms,” said Brian
Jacobowitz, senior engineering manager, synthetic vision systems for Rockwell
Collins.
Meanwhile, Cobham has specialized in serving the military and special-mission
market, supplying synthetic vision to both fixed-wing and rotorcraft. “The intuitive
nature of SV provides tremendous safety benefits in these dynamic, low-altitude,
high-workload operational environments,” said Pratt.
The critical value of the technology is easily illustrated when seen in these more
exceptional operating circumstances. For example, “in July 2007, a flight of three
Part 135 air tour Twin Otters encountered reduced visibility in the Misty Fjords
National Monument near Ketchikan, Alaska,” said Pratt. “According to the NTSB
accident report, the weather deteriorated rapidly while they were flying amid rug-
ged fjord terrain; (however) the two aircraft with SV successfully navigated the
fjords to safety,” he said. Unfortunately, “the third aircraft, equipped with a color
moving map, but no SV impacted terrain at 2,500 ft. MSL, killing all occupants.”
“Our success has been in capability-driven markets rather than cost-driven
markets, so our work tends to be in larger aircraft, both fixed-wing and helicop-
ter,” said Pratt. “I believe ours is the only SV to be approved in all four classes of
aircraft, Part 23, 25, 27 and 29.”
Beyond these different market segments, companies are continuing the push to
gain a foothold in air transport. Central to this effort is offering operators a tangi-
ble cost benefit through an operational credit for using the systems. Reducing the
decision height for instrument landings from 200 to 150 or 100 feet would provide
that benefit by offering, for example, the fuel savings gained from reducing the
number go-arounds and diversions, said Parks.
The issue is complicated and continues to be considered at the RTCA Special
Committee 213, jointly with Eurocae WG-79, which has been tasked by FAA with
developing minimum aviation system performance standards (MASPS) for syn-
thetic vision and the range of Enhanced Flight Vision Systems (EFVS), Enhanced
Vision Systems (EVS) and Combined Vision Systems (CVS).
The group had in
2011 issued a MASPS,
and in June 2012, “we
published DO-341 for
Enhanced Flight Vision
Systems enabling
an approach land-
Photo courtesy Universal Avionics
ing down to 300 feet

RVR (runway visual
range), and we have
just started working
on DO-315C, in which
we intend to look at
the SVS credit on LPV
approaches,” said
Barber. “With regard
to getting extra credit
on ILS, we at Rock-
Universal Avionics’ EFI-890R flat-panel integrated displays featuring the Vision-1 synthetic
vision system (SVS). well Collins certainly
have (technology) that
is capable of achieving that operation to 150 feet,” Barber said. The company is
now discussing with FAA doing a proof of concept.
Rockwell Collins’ situation is unique since it alone among SVS providers to
have certified the use of synthetic vision on the head-up display (HUD) on the
new Global Express platform, essentially fulfilling the requirements of FAA Order
8400.13D, which governs the operation of getting extra credit for ILS. “It has no
restrictions and can be used even down to CAT 11,” Barber said. The key issue
is that operators required to have a CAT11 crew and CAT 11 able aircraft to use
synthetic vision to get down to 150 feet. Rockwell is working with FAA to estab-
lish new guidelines eliminating the need for those requirements. “We believe that
this can be done basically with CAT 1 training and maintenance with the addition-
al training for low visibility operations,” freeing the operator from applying “those
onerous CAT 11 type programs,” Barber said.
Meanwhile, Honeywell said it working with FAA on the certification of the
SmartView for lower landing minimums, said Parks. The company is eying
an evolutionary process with an initial reduction from current 200 to 15O feet
“because I do think that if we can get down to the 150 feet decision height, we
can deliver quite a bit of benefit to operators, especially at CAT 1 airports.” The
company, like the others, is providing SVS heads down and sees its Enhanced
Ground Proximity Warning System (EGPWS) database at the heart of its Smart-
View system as a key advantage.
Despite all of the heated action, there are those who do not see a big role for
SV in air transport. “SV solves problems not faced by commercial air transport
operators,” said Pratt. “They tend to fly above the weather on regular routes and
they don’t have a CFIT (controlled flight into terrain) problem, (and) to change
display systems, they have to retrain pilots and check pilots, change simulators,
training materials, and procedures, and equip an entire fleet for consistency,” he
said. “This is cost-prohibitive when they don’t have a problem that can be solved
by SV.”
Instead of a solely synthetic vision system, “I have maintained that EV/SV
fusion is the holy grail,” said Pratt. This system combining sensor data on an
enhanced vision system and synthetic information is on the to-do list of many of
the synthetic vision providers. Honeywell has been working its combined system
for years.
“It is on our road map, so it is certainly part of the pipeline,” said Parks. “We are
really excited about it although right now … we are focused on bringing the syn-
thetic vision lower landing minimums … down to the 150 feet height … because
we think there are a lot of operators that will immediately benefit,” said Parks.
In the meantime, “we are planning for our next release to have some new place
symbology; we have got the range markers that actually provide to the pilots a
real subtle view of where things are and the distance to certain things like moun-
tains, lakes or runways,” said Parks.
Rockwell is also “looking at the fusing of synthetic vision with the real time
sensors,” said Barber. With the certified system on the Global Express, the pilot
today can “select either synthetic … or enhanced (vision), but we are working on
an intelligent fusing of those two images to provide the pilot with the best pos-
sible image depending on their location relative to the runway end.” The com-
pany is also working on “what we call the surface guidance system on the HUD,”
said Barber. “Right now we have an application called the airport surface moving
map which is a database driven application” and very detailed, and the plan is to
take that technology up to HUD giving the pilot an egocentric synthetic vision like
presentation all of that information overlaid on the view of the outside world, “so
whether you are taxiing around on sunny day or in 500 feet visibility you can have
that taxiway laid out for you exactly where you need to go,” said Barber.
Next month: Antennas
Avionics Magazine’s Product Focus is a monthly feature that examines some of

the latest trends in different market segments of the avionics industry. It does not
represent a comprehensive survey of all companies and products in these mar-
kets. Avionics Product Focus Editor Ed McKenna can be contacted at
emckenna@accessintel.com.
new products
BGA Packages
Data Device Corp. (DDC),
based in Bohemia, N.Y., intro-
duced Mil-Temp versions of
its Micro-ACE TE and Total-
ACE Mil-Std-1553 BGA pack-
ages for use in extended
temperature applications. The
systems function in an oper-
ating temperature range of
-55ºC to +125ºC.
These versions are offered in
addition to the standard temperature components and share the same dimensions
and pinout configurations, the company said. The Micro-ACE TE terminals integrate
1553 protocol, memory and transceivers in a small plastic BGA package, the com-
pany said. The Total-ACE further integrates 1553 transformers to offer a complete
solution for one dual redundant Mil-Std-1553 channel. Visit www.ddc-web.com.

Amended STC quarter of 2013, the Asia Pacific office
Astronics Corp., based in East Aurora, will further support Universal’s customer
N.Y., received an amended Supplemen- base in areas including Thailand, Japan
tal Type Certificate (STC) expanding the and Australia. Additionally, the Asia
number of Beechcraft King Air aircraft Pacific Office will be a dedicated sales
that can be equipped with the Astronics and support base with local representa-
Max-Viz-1500 enhanced vision system to tives. This office will support flight deck
include all King Air models
equipped with any video- The leading manufacturer of Avionics Test
& Simulation Products for all applications
capable multifunction dis-
play (MFD). Right on Target
G H T STATUS
AIM
The amended FAA STC FL I
expands the number of ME
5 3 ON T I
Max-Viz-1500 video- 1 5
RO
P BA. P ME
capable MFDs to include 9 ON T I
4 2
RO
Garmin’s G500, G600 and P BA. P ME
6 4 ON T I
G1000, Avidyne’s Entegra RO 6
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Release 9, Universal Avion- 1 0 ON T I
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addition, King Airs with vid- NO
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Previously, the Astron-
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email: The PBA.pro - a Modular, Scalable and
equipped with Rockwell salesusa@aim-online.com
Integrated solution for a wide range of
Collins Pro Line 21 avion- AIM UK - High Wycombe avionics test applications. From stand
tel: +44 1494 446844
ics. Visit www. email: alone Databus Analyzers right up to
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Singapore. www.aim-online.com
Slated to open the first
new products
retrofit and OEM projects in work in the offices are the second round of global
region, the company said. offices to open for the company. The
Visit www.uasc.com. initial Satcom Direct International office
was opened in May 2012 in Farnbor-
HGS App
ough, U.K., to provide European cus-
Rockwell Collins unveiled HGS Flight, a
tomers with physical access to Satcom
new app that lets users experience the
Direct’s avionics and testing lab, training
company’s Head-up Guidance (HGS)
facility and support services for pilots,
with synthetic vision on an iPad. The free
flight operations and maintenance staff.
app will be available for download in the
Visit www.satcomdirect.com.
Apple iTunes App Store.
The company said the app lets users Avionics Shop
simulate flights using real-life advanced Duncan Aviation has partnered with Flight-
features that enable more precise flying, craft in the opening of a new satellite avion-
including an approach guidance cue, ics shop in Portland, Ore.
speed error tape and acceleration caret. The Duncan Aviation avionics shop
The app also features synthetic vision in Portland is staffed with fully certi-
to allow users to see a virtual view of fied technicians and have full avionics
terrain despite any weather condition, line services and avionics installations
the company said. The videogame-style capabilities. Flightcraft supplies airframe
app offers a “career” mode to build HGS services for Citation 500 series and is a
skill, and a “challenge” mode where Hawker/Beech authorized service cen-
users can define settings such as visibil- ter for the Hawker 125 series, King Air
ity and wind if they already are experts. series, Beechjet and Premier.
Visit www.rockwellcollins.com. Visit www.DuncanAviation.aero.
Sales Offices Designated Dealer
Satcom Direct opened international offices Soloy Aviation Solutions, based in
in Montreal, Canada; Sao Paulo, Brazil; Olympia, Wash., is designated as a
and Dubai, United Arab Emirates. All of the Cobham/S-TEC dealer. Soloy is authorized
new international offices will provide sales for autopilot, displays and HeliSAS systems
and technical support for Satcom Direct in Cobham’s line of avionics products.
services to customers located in or visiting Cobham autopilots are STC’d for
these locations, and the Dubai office offers more than 1,200 fixed wing and helicop-
a small avionics and testing lab and train- ter models with more than 35,000 sys-
ing facility. tems installed worldwide.
The new Satcom Direct International Visit www.soloy.com.

G500H STC Distributor Agreements
Kitchener Aero Avionics, based in Carlisle Interconnect Technologies, based
Kitchener, Ontario, Canada, was award- in St. Augustine, Fla., said two connector
ed a supplemental type certificate (STC) distributors — Richardson RFPD, based
for installation of the Garmin G500H in LaFox, Ill., and RFMW, Ltd., based in
flight display system on a Eurocopter San Jose, Calif. — have inventory and full
EC-120. design support capabilities for Carlisle’s
Features of the system include Helicop- TMP and WMP Push-on Connector Series.
ter Synthetic Vision, an Altitude Head- The TMP connectors are designed to
ing Reference System and Air Data. Also provide a blind-mateable solution for
STC’d in the EC-120 were the Garmin high power applications. The TMP inter-
GDL-69/69A XM Weather DataLink, an face is ideal for design in radar, missile
Avidyne TAS-605 Traffic Awareness Sys- and satellite systems, as well as com-
tem, and a Honeywell KRA-405B Radar mercial applications, according to the
Altimeter system. All of these additional company.
systems are controlled by and dis- The WMP series offers a small form
played on the G500H. factor push on blind-mate solution for
Visit www.kitcheneraero.com. high frequency applications like military

new products
radios, electronic countermeasure, and wide connectivity, cross fill with the GNS
test and measurement, from DC to 100 430W/530W series and geo-referenced
GHz, the company said. FliteCharts.
Visit www.CarlisleIT.com. The latest GTN software also incor-
porates other improvements such as
Flight Planning
the ability to graphically edit direct-to
Boeing subsidiary Jeppesen introduced
legs, the ability to sort airway exit points
Jeppesen FlitePlan Online, a Web-based
geographically, bigger, bolder, and rel-
flight planning system for business
evant airspace with the Smart Airspace
aviation operators.
feature, the ability to toggle off and on
Jeppesen FlitePlan Online for business
certain European airspaces and TCAD
aviation operators includes intelligent
traffic display, the company said.
routing, weather and weight and bal-
GTN software version 3.0 has received
ance capabilities based on an operator’s
Approved Model List Supplemental Type
exact aircraft configuration. The system
Certificate approval.
also stores all relevant flight planning data
Visit www.garmin.com.
in a single online resource, allowing for
repeatable flight planning operations and Flight Planning Upgrades
decreased pilot workload, the company Lufthansa Systems added Lido/Flight
said. The Jeppesen FlitePlan Online solu- Winds for visualizing flight paths and
tion for business aviation operators is other information to its Lido/Flight flight
accessible through the MyJeppesen.com planning system. This enhancement
web portal. Visit www.jeppesen.com. enables airline dispatchers to better
monitor active flights until landing and to
Software Update
offer support to pilots when necessary,
Garmin, based in Olathe, Kan., announced
according to the company.
the availability of GTN
Lido/Flight calculates the most efficient
software version 3.0, a free software
route for each flight from possible com-
update that brings expanded features and
binations while taking all current flight-
capabilities to the GTN series touchscreen
related data into account, which makes
avionics.
it possible to optimize routes in terms of
The new features include display
costs, flight time or fuel consumption,
support for weather radar, advanced
Lufthansa said.
automatic dependent surveillance-
Visit www.LHsystems.com.
broadcast (ADS-B) capabilities, world-

Exhibition & Conference
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The exhibition will showcase leading and state-of-the- avionics industry.
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who have the authority to purchase, or influence the purchase of products and services, from the following
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Programme at at a Glance
TRACK 1 TRACK 2 FORUMS

WEDNESDAY 20th FEBRUARY 2013
COMMUNICATION & GLOBAL MARKET

10.30 - 12.30 Bavairia
DATACOMM CHALLENGES FOR AVIONICS
12.30 - 14.00 LUNCH BREAK
PERFORMANCE - BASED
14.00 - 15.30 SOFTWARE DEVELOPMENT EUROCONTROL
NAVIGATION
15.30 - 16.00 COFFEE BREAK
16.00 - 17.30 SURVEILLANCE (Air & Ground) SOFTWARE CERTIFICATION DGLR/RAES
TRACK 1 TRACK 2
COCKPIT CONTROL &

08.30 - 10.00 SAFETY & SECURITY
THURSDAY 21st FEBRUARY 2013
DISPLAYS, EFBs
10.00 - 10:30 Coffee Break
PANEL DISCUSSION: HEADS RETROFITS, UPGRADES &

10.30 - 12.30 AEA/SESAR JU
UP vs HEAD Down DERIVATIVES
12.30 - 14.00 LUNCH BREAK
REMOTE PILOTED AIRCRAFT

EUROCAE/
14.00 - 16:00 HELICOPTER TECHNOLOGIES SYSTEMS(UNMANNED AERIAL
SESAR JU
SYSTEMS/VEHICLES)
Exhibition Times
Wednesday 20th February 10:00am – 19:30pm
Thursday 21st February 9:30am – 17:00pm
Opening Keynote
Open and FREE of charge to all
Wednesday 20th February 9:00am – 10:00am
Networking Reception
Wednesday 20th February 17:30pm – 19:30pm
Forums & Exhibitor Presentations

Open and FREE of charge to all throughout the exhibition opening hours
Forums & Exhibitor Presentations
Forums
Avionics Europe is delighted to have teamed up with some of the industry’s leading bodies and associations
who will be running a series of Forums. The Forums are held on the exhibition floor and FREE to attend to
registered visitors::
Wednesday 20th February Thursday 21st February
10:30am – 12:30pm - BavAIRia 10:30am – 12:30pm - Association of European

Wanted: Aerospace Engineers – Dead or Alive! Airlines & SESAR JU
An Update on SESAR from the Airlines Perspective
2.00pm – 3.30pm – EuroControl
Deployment – Single European Sky Datalink and 2:00pm – 3.30pm – EUROCAE & SESAR JU
Surveillance Regulations Avionics Standards and SESAR
4.00pm – 5.30pm – DGLR / RAeS

UAV Mission Avionics
Exhibitor Presentations
Avionics Europe will be running a series of exhibitor presentations providing you with a more in-depth look into
the technologies and solutions from some of our exhibiting companies. Exhibitor presentations are held on the
exhibition floor and FREE to attend to registered visitors:
WEDNESDAY 20TH FEBRUARY Thursday 21st February
10:30am -11:05am - dSPACE GmbH 10:00am-10:35am - HR SMITH

Aerospace Bus Interfaces for a New Technology for Search and Rescue
HIL Simulation Hardware-in-the-loop simulation and
10:45am-11:20am - Rohde & Schwarz
test systems
Airborne Radio Communications
11:15am-11:50am - SYSGO AG
11:30am-12:05pm - TechSAT GmbH
MILS-Related Information Flow Control in the Avionic
All-in-One, The integrated Data Loading Solution.
Domain: Software Architectures and Verification
12:15pm-12:50pm - GE Intelligent Platforms
12:00pm-12:35pm - TE Connectivity
Design of Avionics Interfaces for Maximum Longevity
Next Generation Avionics Interconnects
and Long Term Support
2:00pm-2:35pm - Esterline CMC Electronics
2:10pm-2:45pm - UTC Aerospace Systems
Wingwatch for Wide Body Aircraft: New System to
Title to be Confirmed
Prevent Wingtip Collisions
2:55pm-3:30pm - Verocel
2:45pm-3:20pm - Rapita Systems Ltd.
Management of DO-178C Activities and Objectives
DO-178B/DO-330 Tool Qualification:
Through Automation
Test Effectiveness for WCET Analysis Tools
3:30pm-4:05pm - Green Hills Software

Using Time-Variant Unified Multi-Processing (tuMP)
to Address Real-Time Multi-Core Certification Issues
4:15pm-4:50pm - Rohde & Schwarz

Airborne Radio Communications
5:00pm-5:35pm - Presagis
Software Certification Considerations Under ARINC 661
exHibitor list
list of ExhiBitors, as of 20 novEMBEr 2012, includE:
Exhibitor booth Exhibitor booth

AbsInt AngewAndte InformAtIk gmbH d22 mAtt bLACk sYstems C26
AIrbus C11 mbs eLeCtronIC sYstems gmbH d26
AIteCH sYstems Ltd d4 men mIkro eLektronIk gmbH d11
ALt softwAre InC d8 mILItArY AerospACe eLeCtronICs b26
AsHteCH, A trImbLe CompAnY b12 mICCAVIonICs b1
Atego C17 noLAm embedded sYstems b27
AVd sYstems Ltd d27 nortHrop grummAn LItef gmbH C8
AVIonICs InteLLIgenCe b26 pennweLL InternAtIonAL b26
bArCo AVIonICs e4 presAgIs europe b18
bAV AIrIA d16 QInetIQ e27
CArLIsLe InterConneCt teCHnoLogIes e15 rApItA sYstems d28
CAssIdIAn C11 roHde & sCHwArz e17
Ces - CreAtIVe eLeCtronIC sYstems sA e8 serVometer® C23
deLtAVIewLAb - CreAtors of stAndArd AttItude b8 sItAL teCHnoLogY Ltd b30
dIstI CorporAtIon d14 somACIs spA C24
dspACe gmbH C12 sYsgo d19
eLbIt sYstems AerospACe C20 te ConneCtIVItY d17
ensCo AVIonICs e11 teCHsAt d6
estereL teCHnoLogIes d20 teLedYne LeCroY C22
esterLIne CmC eLeCtronICs C6 tHALes AVIonICs C4
euroAVIonICs d2 ttteCH ComputerteCHnIk Ag d5
ge InteLLIgent pLAtforms e10 unIVersItAt der bundesweHr munCHen -
green HILLs softwAre e5 InstItute of fLIgHt sYstems b4
HIntsteIner group C16 utC AerospACe sYstems e14
Hr smItH group of CompAnIes C25 VeCtor InformAtIk gmbH d10
InstItute of fLIgHt sYstems dYnAmICs VerIfYsoft teCHnoLogY gmbH b14
And pArtners of JLr, tum b3 VeroCeL C15
LdrA C2 wInd rIVer C9
DELEGATE RESTAURANT Exhibition opening hours

Wednesday 20th February
10:00 – 19:30
B32 B31 B30 B29 C26 C25 C24 D28 D27 D26 E27 E26
Thursday 21st February

B28 B27
09:30 – 17:00
C23 D25 D24
PENNWELL B26
Entry to Exhibition is free of
C22 D23 D22
charge to trade visitors
FORUMS
EXHIBITOR
B24 B23 PRESENTATIONS C20 C19 D20 D19 E21
B21 B20 C17 C16 D17 D16 E17 E16
B18
B17 B16 B15 C15 C15 D14 E15 E14 E13
B14 B12 B11 C12 C11 D11 D10 E12 E11 E10
B10 B9 B8 C9 C8 D9 D8 D7 E8
B7 B6 B5 C7 C6 C4 D6 D5 D4 E5 E4
B4 B3 B2 B1 C2 D2 D1 E3 E2 E1
FOR FULL LIST OF EXHIBITS, PRODUCTS AND SERVICES, VISIT www.avionics-EvEnt.coM

Event Highlights
Opening Keynote Session

Wednesday 20th February 2013
9am – 10:00am
- Courtney Howard, Conference Director, PennWell

- Patrick Ky, Executive Director, SESAR Joint Undertaking, Belgium
- Alejandro Jimenez Garzon, Head of platform systems- Airbus Military
- Representative form Lufthansa Airlines
Networking Lecture
Tuesday 19th February 2013 7.00pm
Technical University of Munich / Technische Universitaet Muenchen
A great way to start the 2013 Avionics Europe conference and exhibition.
Full details on this exciting lecture can be found at www.avionics-event.com
Networking Reception
Wednesday 20th March 2012
5.30pm – 7.30pm on the Exhibition Floor
The Avionics Europe networking reception is an ideal opportunity for you to continue business discussions or
just relax at the end of a busy day.
You are cordially invited to attend and enjoy a selection of canapés and drinks, and you are welcome to bring
your colleagues, clients and prospective business partners.
The Networking Reception is open to all and is free of charge.
Partner Programmes
Airline Partner & Government Agency Programmes

If you are an industry professional working for an airline or operator, or from the Ministry of Defence or
Government Agency, then you could benefit from being part of our Airline Partner or Government Agency
Programme, including VIP access to all areas, designed to make your attendance to Avionics Europe easy and
more enjoyable.
For more information or to register online visit:

www.avionics-event.com/airlinepartner or www.avionics-event.com/governmentagency
For full details and to register online visit www.avionics-event.com

Conference and Exhibition Registration Form
Date: 20-21 february 2013 Venue: m.o.C.
1. Fax: 2. Website: 3. Mail: 4. Email
event Centre Location: munich, germany www.avionics-event.com
Direct: +1 918 831 9161 Pennwell Avionics Europe 2012 Complete this form
www.avionics-event.com Toll-Free (US only): P.O. Box 973059 and email to:
to register, please complete the registration form below and return. +1 888 299 8057 Dallas, TX 75397-3059 USA registration@pennwell.com
pLeAse use tHIs Code wHen regIsterIng

First name:
Last name:
§
Position:
Company:
Complete Mailing address:
Postal code: Country:

telephone: (+ ) Fax: (+ )
(Registration confirmation will be sent via-email, if a unique email address is provided)
Email:
o Yes please send me the Avionics Intelligence eNewsletter
what is your primary avionics application area? o 07 airport operations/authorities/air traffic Engineering Management
(Choose all that apply) Management o 02 Program/Project Management
o 01 Business/General aviation o 04 Military/Government agency or o 04 avionics/Electronics Engineering Manager
o 02 Commercial authority o 06 operations Management
o 03 Defense/Military o 98 other Manufacturer o 13 Research & Development Management
o 04 all of the above what best describes your involvement in the o 14 other Engineering Management
decision to purchase/services ? (Choose all that apply) Executive Management
what is the nature of your business? (Choose one)
o 01 Design o 01 Corporate Management
o 08 Commercial operator/Major/Regional/
Commuter/Cargo o 02 Specify o 05 Procurement/Purchasing
o 11 Business/Corporate operator o 03 Purchase
Other Avionics Professionals
o 01 aircraft Manufacturer o 04 approve
o 15 avionics Maintenance Supervisor
o 02 avionics Systems Integrator o 05 Recommend
o 16 avionics technician/Mechanic
o 03 avionics Subsystem Components o 06 Evaluate
o 08 Government
Manufacturer o 07 not Involved
o 07 Military
o 05 test/atE/avionics Support what is your primary job function ? (Choose one) o 17 Pilot
o 09 avionics Software Engineering o 09 Consultant
o 10 Fixed Base operator o 03 avionics/Electronics Engineer o 11 Sales & Marketing
o 06 Maintenance, Repair & overhaul (MRo) o 10 Research & Development
o 12 Distributor/Dealer/Shop o 12 other Engineering
individual full conference corporate plan

(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, For 3 or more delegates, enjoy a 33% discount on each delegate place.
Forums, Exhibition, Networking Reception, Coffee Breaks and Lunch) (Includes 2-day Conference, Forums, Conference Proceedings Keynote, Exhibitor
o Paid before 20 January 2013 .......................................................................€920 Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)
o Paid on or after 20 January 2013 ................................................................€980
o a. Corporate Plan (Group of up to 3 Delegates) ......................€1960 (Save 33%)
individual day delegate o b. Corporate plan (Group of up to 6 Delegates) ......................€4715 (Save 33%)
o Individual Delegate (Single Day Registration)............................................€705 o c. Corporate Plan (Group of up to 9 Delegates) ......................€7050 (Save 33%)
(Includes access to Conference, Forums on the day,
Exhibitor Presentations, Exhibition, Coffee Breaks and Lunch on the day) association full conference
o Wednesday 20th o thursday 21st (Includes 2-day Conference, Forums, Conference Proceedings, Keynote, Exhibitor
Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)
student full delegate (student i.d. required) Please indicate the Association you are registering under ............................€785
(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations,
Exhibition, Networking Reception, Coffee Breaks and Lunch) o Bavairia o dglr o raes o sEsar Ju o aEa
o Student Full Conference ................................................................................€100 o EurocaE o iEt o Edta o Bdli
o Exhibit floor visitor only………………………………….......................FREE
Exhibitor full conference (must be an exhibiting company)
(Includes 2-day Conference, Forums, Conference Proceedings, Keynote, Exhibitor (Includes Keynote, Exhibitor Presentations, Exhibition, Networking Reception)
Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch) lunch tickets
o Exhibitor Full Conference ................................................................... €490 o Weds 20th o thurs 21st ........................................................................................€35
o conference proceedings only ........................................................................€100
Method of Payment:
o Check enclosed (in Euro’s ONLY) Pennwell / Avionics 2013
o Wire (Wire information will be provided on invoice)
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Please add all selections and total here: €
Add 19% German VAT: €
TOTAL DUE: €
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Payment must be received prior to the conference. If payment is not received by the conference date, the registration fee must be guaranteed on charge card until proof of payment is provided.
Make check payable to Pennwell International/Avionics 2013.
Cancellation: Cancellation of registration must be received in writing. Any individual, exhibitor or corporate registrations cancelled before 20 January 2013 will receive a 50% refund of registration fee. After 20 January 2013 no refunds will
be permitted. Substitutions may be made at any time by contacting the registration office In writing.
white paper
What Can Re
By Luke Ribich, ASIG
Do for iPad
pple’s iPad is a revolutionary device
A to the aviation industry. So much so

that, 2012 marked the year of the
“iPad Cockpit Invasion.” Many major
airlines, including American Airlines,
Alaska Airlines and United Airlines, have already
deployed iPads to their pilots, with nearly all
those who haven’t yet laying plans to do so
soon. Pilots now routinely look to these afford-
able commerical-off-the-shelf (COTS) devices
for information that used to reside exclusively
in paper format. Every day, more and more iOS
apps are created to help streamline processes
Photo courtesy ASIG
that once were on paper.

Imagine what could be done if it were pos-
sible to stream real-time flight data into interac-
tive iOS Apps. How dramatically could this rev-
olutionize the industry? This isn’t a dream for the far-flung future; it is possible now.
As our team at Avionics & Systems Integration Group (ASIG) has been building
the infrastructure to stream flight data to the iPad, we have been amazed at the
ever-expanding potential of connecting iOS devices with the airframe. Connecting
iPads to the airframe, and accessing real-time data, opens up a new level of inno-
vation potential for airlines and app developers.
➤ Affordable FOQA/FDM Programs: Until now, the costs of implementing Flight
Operational Quality Assurance (FOQA)/flight data monitoring (FDM) programs have
been prohibitive, largely due to the costs of aircraft equipage and technical infra-
structure establishment to use the data collected from aircraft systems and sen-
sors. With iPads connected directly to the airframe, data can be gathered during
flight, and then transmitted over traditional IP infrastructure. Because this can be
done at a lower cost than traditional quick access recorder (QAR) systems, while
also minimizing file transfer sizes, prohibitive adoption expense is no longer the
roadblock to better efficiency and progress.
Besides diminishing the overall cost of adoption, with a FOQA/FDM program

eal-Time Data
EFB Apps?
in place, airlines could also employ a series of other efficiency-gaining programs,
including more effective training programs based on a pilot’s actual flight data,
which would build a means of establishing crew-derived remedial action through
FOQA/FDM data monitoring.
The availability of FOQA/FDM data in this way provides enhanced crew resource
management (CRM) training by allowing the visual reconstitution of flights, provid-
ing flight crews with a better visual understanding of what led to hazardous flight
situations. This would also translate into real business benefits — increased fuel
efficiency, decreased environmental infringements, and fewer flight operations vio-
lations and fines for noise level restrictions, to name just a few.
➤ Lower Operating Costs: Airlines are looking for practical ways to reduce
operating costs, like every smart business operating today. Streaming real-time
data to the iPad will create many new ways of doing that. Fuel burn reduction is a

great example. Through both better training as a result of FOQA/FDM analysis, and
airframe weight reduction, from replacing heavy publications and flight data termi-
nals with lightweight COTS devices and lighter weight installation provisions, the
bottom line on fuel gets healthier.
Recorded data captured by the iPad also empowers operators to leverage
operational and performance data to improve maintenance efforts and efficacy.
Enhanced engine trend monitoring helps reduce engine maintenance costs. Air-
frame lifecycles are extended through improved operational training based on
FOQA/FDM. Spare part inventory can be reduced based on analysis of vibration
and hard landing data. The multitude of small efficiency improvements adds up
quickly, and translates into better and better financial figures to report for airlines.
➤ Reduce Compliance Risk and Fees: Aircraft operators face growing regula-
tory compliance risks. To mitigate many of these, a connected iPad, and its apps,
in the hands of pilots would help identify things like potential risk and current safety
margins, such as rejected takeoffs, hard landings and unstable approaches. This
data can also be leveraged to help avoid divergence of company published/CAA
accepted standard operating procedures.
These new, interconnected apps would also include features that enhance com-
pliance with ICAO Annex 6 mandates for FDM and SMS implementation. They
could extend to enhance situational awareness, and reduce pilots’ workloads while
improving crew resource management.
Aside from the countless areas of operational improvement made possible by
technology like this, both Apple’s and ASIG’s development frameworks and soft-
ware development kits (SDK) make iOS app development quick and easy for oper-
ators to spec. That means rapid development cycles of highly customized solu-
tions, which bring a high degree of vertical and horizontal alignment to enterprise
clients with divergent management, business or organizational objectives.
➤ Enhance Dispatch Awareness Readiness: With electronic distribution of
data to iPad apps, pilots arrive flight ready, with mission plans and updated com-
pany, regulatory and other required reference materials. Apps are continually being
developed which provide a more accessible means for pilots to conduct pre-flight
briefings and post-flight analysis. This allows operational managers to achieve
higher profits, lower operating costs and greater flexibility.
➤ Increase Crew Situational Awareness: Access to real-time data inside iOS
apps provides pilots with embedded NOTAM detail within charting applications.
Today’s apps also provide electronic, scalable and rapid reference for short, medi-
um and long-range flight transitions, with airspace restrictions.
This allows pilots and Mission Operations Control Center personnel to highlight

changes from the baseline, and determine when non-standard, unusual or basically
unsafe circumstances occur in flight operations, such as increases in above rates,
new events and new locations.
Connected apps help establish a pilots expectation relative to the frequency of
operational occurrences, along with data necessary to make informed estimates
of the level of risk present. That way, the pilots can determine if aircraft risk level
is acceptable, enabling pilots to be better, more informed decision makers. Let’s
say a new ATC published approach has introduced high rates of descent that are
approaching the threshold for triggering ground proximity warning system (GPWS)/
terrain awareness and warning system (TAWS) warnings. With the right connected
apps, pilots would be able to anticipate, and take necessary action, far earlier in
the flight operations process.
Due to continuing training relative to trend analysis, pilots would better under-
stand the effect of the newly published descent on the aircraft’s performance.
Luke Ribich is the managing director of the flyTab team. He is also managing partner
of Avionics & Systems Integration Group (ASIG), of Little Rock, Ark. ASIG’s flyTab
hardware and software system, which has been certified by FAA and Apple, inte-
grates multiple avionics data buses with real-time data viewing and recording on the
iPad. (flyTab is a registered brand of ASIG, developed in partnership with Shadin Avi-
onics and AppOrchard.) For more information, visit www.flytab.aero or
www.asigllc.com.

aeec
by Paul Prisaznuk
Busy Year for AEEC in 2013

he AEEC continues to create value for the airlines, aircraft manufacturers,
T avionics suppliers and other stakeholders by establishing common tech-

nical standards and shared technical solutions that no one organization
could develop on their own. Last year, AEEC meetings were attended by
more than 2,500 engineering professionals representing more than 60 airlines and
200 industry suppliers from nearly 40 countries.
The AEEC has planned an ambitious schedule for 2013, highlighted by the
AEEC General Session to be held April 22-25 in Orlando, Fla. The meeting has a
long tradition of collaboration and teamwork, including close coordination with
the Avionics Maintenance Conference (AMC).
In 2013, AEEC will provide leadership to the aviation community by respond-
ing to aircraft development programs, major retrofit programs and regulatory
requirements that drive avionics development. AEEC meetings cover a broad
range of technical topics, as identified by airlines and the AEEC Subcommittee.
AEEC meetings are open to all parties.
Today more than 10,000 commercial and regional aircraft around the world
rely on standards prepared by the AEEC. The product of this activity is reflected
in the many ARINC standards, all a testimony to the long-standing commitment
from the aerospace organizations and the many individuals that serve in AEEC
leadership roles.
➤ AGIE/MAGIC Subcommittee: This activity develops standards for Air/
Ground Information Exchange and the Manager of Air/Ground Interface Com-
munication (AGIE/MAGIC), including aircraft data networks, routers, file servers
and related systems. The focus is to connect the aircraft to the airline ground
infrastructure in a way that facilitates the management and transfer of large
amounts of operational and administrative information using Internet Protocol
(IP). Flight operations data, maintenance data, software data loading and cabin
services will be supported.
➤ Air-Ground Communications System (AGCS) Subcommittee: The goal
of the AGCS subcommittee is to ensure current and emerging air-ground com-
munication systems are specified based on airline operational requirements and
defined for cost-effective implementation based on existing and anticipated
aircraft architectures. It is focused on developing standards for SwiftBroadband
connectivity.
➤ Aeronautical Data Bases (ADB) Subcommittee: This activity is

responsible for the standardization of the aeronautical data base structures for
airport surface data, terrain data and obstacle data. The ADB Subcommittee
works in conjunction with RTCA SC-217.
➤ AOC Standardization Subcommittee: A standardized set of Airline Oper-
ational Control (AOC) messages are defined by this activity. The messages are
defined independent of the medium. The AOC messaging application can by
hosted on an Electronic Flight Bag (EFB). The message types are common to all
types of operations. They are intended to be used by multiple airlines on mul-
tiple aircraft types.
➤ Application/Executive (APEX) Subcommittee: This activity is responsible
for developing software interface standards for Real-Time Operating Systems
(RTOS) used with Integrated Modular Avionics (IMA). ARINC Specification 653:
Avionics Application Software Standard Interface defines a standard interface
between avionics application software and the software operating system
capable of providing RTCA DO-178B, Level A service.
➤ Cabin Systems Subcommittee (CSS): This activity develops cabin and
in-flight entertainment standards, defining cost effective and valuable network
infrastructure for the airlines to offer news and entertainment. This includes
interface standards to allow airlines to implement their preferred systems for
their passengers. Cabin communications, interface protocols and connector
standardization are integral parts of this activity.
➤ Cockpit Display Systems (CDS) Subcommittee: This activity develops
the flight deck display interface standard for primary display systems and their
interface to avionics equipment (e.g., communication, navigation, and surveil-
lance systems). ARINC Specification 661 is intended to support new airplane
development programs for air transport, regional, general aviation, military and
rotorcraft. The updates will ensure growth for CNS/ATM applications that pro-
vide advanced operational concepts increasing aviation safety, capacity and
efficiency.
➤ Data Link Systems Subcommittee: The Data Link Systems Subcommit-
tee develops standards that promote reliable, uniform and cost efficient trans-
fer of data between the aircraft and various locations on the ground. These
standards cover the existing ACARS and the emerging Aeronautical Telecom-
munications Network (ATN) as defined by the ICAO SARPs. Ground locations
include civil aviation agencies, manufacturers of avionics and engines, data link

aeec
by Paul Prisaznuk
service providers, weather In 2012, AEEC meetings were attended by

providers and departments more than 2,500 engineering professionals
within the airlines such as payroll, representing more than 60 airlines and 200
maintenance, operations,
industry suppliers from nearly 40 countries.
engineering and dispatch.
➤ Data Link Users Forum: The Data Link Users Forum is a coordinating activity
among airlines and cargo carriers, data link service providers, aircraft manufacturers,
avionics manufacturers and others. It focuses on technical issues of mutual interest
to operators. The discussions lead to the identification and resolution of numerous
issues that collectively improve data link performance. The product of this activ-
ity assures operators received significant operational and economic benefits of air/
ground communication services. This activity provides input on the direction and
schedule of new Air Traffic Service (ATS) data link programs.
➤ EFB Subcommittee: The EFB Subcommittee is developing hardware and soft-
ware standards for the EFB, including hardware installation standards as well as
software application standards. This is a rapidly evolving
technology with wide-ranging applications. Development of an Aircraft Interface
Device standard was commissioned this year. Airlines, airframe manufacturers and
EFB suppliers are expected to benefit from reduced EFB integration costs.
➤ EFB Users Forum: The EFB Users Forum is a joint activity with IATA that enables
airlines and other aircraft operators to voice their preferences in the evolution of EFB
hardware and software, as well as EFB connectivity to an airline’s infrastructure. The
goal is to maximize the operational and the economic benefit of the EFB and associ-
ated EFB applications. Flight Operations, Information Technology, Engineering and
Maintenance disciplines are represented among the forum’s participants.
➤ Fiber Optics Subcommittee (FOS): The goal of this activity is to develop stan-
dards for fiber optic components and interfaces. This effort includes the preparation
of fiber optic design guidelines, component criteria, testing and maintenance pro-
cedures. The standards specify the performance requirements with an objective of
minimizing the cost of procurement, implementation and maintenance.
➤ Flight Deck Audio Working Group of SAI Subcommittee: The Flight Deck
Audio Working Group was formed in 2012 in response to APIM 12-003 calling for the
definition of new standards for the Boomset and Handheld Microphone. This activity
is coordinated with RTCA SC-226, developing MOPS for Audio Systems.
The products of this activity are ARINC Project Paper 535B and 538C.
➤ Galley Inserts (GAIN) Subcommittee: The goal of the GAIN Subcommittee is to
standardize the physical dimensions and electrical interfaces for Galley Inserts that
will enable standard installations, both electrical and mechanical. This includes stan-
dard wiring, standard electrical connectors, water connectors, physical interfaces,
electrical interfaces and equipment mounting rails.
➤ Ku/Ka-Band Satellite Communication Systems Subcommittee: This activity
is developing Ku-band and Ka-band satellite system installation provisions, electrical
interfaces and mechanical interfaces. Airlines, aircraft manufacturers, avionics sup-
pliers, cabin equipment suppliers, EFB suppliers and service providers are partici-
pating in this activity.
➤ Navigation Data Base (NDB) Subcommittee: The NDB activity is respon-
sible for ARINC Specification 424, written to assist aircraft operators, manufactur-
ers, regulatory authorities, and data base suppliers to maximize the operational and
economic benefits of FMS navigation by the exchange of technical information that
improves overall system performance.
➤ Network Infrastructure and Security (NIS) Subcommittee: The NIS activity
develops aircraft data network and aircraft information security standards. The goal
is to enable fleet-wide solutions based on open standards for lower development
cost, increased flexibility, higher reliability, reduced complexity, longer lifespan and
ease of configurability and maintenance. The NIS activity is presently providing guid-
ance on the implementation and use of digital certificates on an aircraft.
➤ NextGen/SESAR Avionics Architecture Working Group of SAI Subcommit-
tee: The NextGen/SESAR Working Group is preparing recommendations for avion-
ics architectures for CNS/ATM. The product of this activity is ARINC Project Paper
660B: CNS/ATM Avionics Architectures Supporting NextGen/SESAR Concepts. The
goals are to share a common understanding of NextGen/SESAR concepts between
the aeronautical industry and the airlines; establish a consensus on the aircraft con-
tribution to NextGen/SESAR; assess the impact of NextGen/SESAR concepts on
aircraft architectures; and identify new ARINC standards to develop and standards
to be modified.
➤ Software Data Loading (SDL) Subcommittee: The SDL Subcommittee is
developing standards for software data loading, including the development of stan-
dards for a high-speed data loader with high-density storage media. Standards for
file format, media type, part numbering and terminology will be developed in a way
that can be used for various data loading devices and communication protocols.
➤ Systems Architecture and Interfaces (SAI) Subcommittee: The SAI Subcom-
mittee provides technical leadership in the development of standards for new aircraft
aeec
by Paul Prisaznuk
programs and major derivative programs. It coordinates top-level avionics require-

ments for emerging airspace environments, namely NextGen, SESAR and CARAT. The
SAI Subcommittee works with international air navigation service providers to develop
standards for CNS/ATM. Working together with several AEEC Subcommittees, the
SAI Subcommittee investigates the application of new technologies and prepares new
project proposals where operational benefits are financial benefits are achievable.
➤ Traffic Surveillance Working Group of SAI Subcommittee: This activity
defines Traffic Surveillance equipment suitable for operation in the NextGen, SESAR
and CARATS airspace environments. This includes traditional Traffic Alert and Col-
lision Avoidance System (TCAS) and automatic dependent surveillance-broadcast
(ADS-B). Traffic surveillance requires the use of the Air Traffic Control Transponder.
The latest standard is ARINC Characteristic 735B-1: Traffic Computer, TCAS and
ADS-B Capability.
Paul Prisaznuk is the AEEC executive secretary and program director.
Post your resume on Aviation Today’s Job Board

and sit back while the jobs come to you!
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people
Alex Battaglia
JetBlue Airways promoted Alex Battaglia to senior vice presi-
dent, system operations. Battaglia will oversee the execution of
JetBlue’s day-to-day operations including system operations,
dispatch, air traffic management, crew services and emergency
response and care.
Alex Battaglia Battaglia previously was JetBlue’s vice president of airports
and operations. In his new capacity, he will also assume responsibility for the
airline’s JetForward Program, a multi-year strategic initiative to improve core
technology used in planning, running and recovering JetBlue’s operation within
system operations.
Battaglia began his aviation career nearly 30 years ago and has held a variety
of leadership roles primarily in the airport and operations areas.
Rockwell Collins Appointments
Dave Nieuwsma, who has led Rockwell Collins’ Government Systems Airborne
Solutions unit for the last two years, has been named vice president of govern-
ment systems strategy and business development. The position was previously
held by Phil Jasper, who was named executive vice president and chief operat-
ing officer, Government Systems, for Rockwell Collins.
In his new position, Nieuwsma’s responsibilities include leading the compa-
ny’s marketing and sales organization.
Troy Brunk replaces Nieuwsma as vice president and general manager of
airborne solutions. Brunk, who had previously was senior director of airborne
communications products, has been with Rockwell Collins since 1992. He now
oversees the business that delivers avionics and flight deck systems for fixed
wing aircraft and helicopters. The organization also includes the company’s
unmanned airborne systems business.
Dale Kirby
SITA, the global air transport IT and communications specialist, added Dale
Kirby to its North American sales team.
Kirby brings more than 30 years of aviation industry experience to his new role
as SITA vice president, North America, including positions with Delta Air Lines,
ARINC and Ultra Airport Systems.
Robert H. Lewis
CAE named Robert H. Lewis vice president and general manager of its global
business aviation, helicopter and maintenance training business unit.
Lewis most recently led the growth of Pentastar Aviation as CEO and presi-
dent of the privately owned U.S. aircraft operating company, MRO and FBO
people
operator. Previously he was president of Everest Fuel Management, an aviation
contract fuel provider, and vice president of supply for Sentient Jet.
John Berizzi, Robert Wyatt
Stevens Aviation, based in Greenville, S.C., added John Berizzi to its technical
sales group. Berizzi has more than 20 years of experience in the business of avi-
ation. Berizzi will operate out of his Fort Lauderdale, Fla., office.
The company also named Robert Wyatt general manager of its Rocky Moun-
tain Metropolitan Airport facility in
Broomfield, Colo.
Wyatt has held an A&P license since 1996 and has worked at various levels of
aviation management including 10 years with Bombardier Learjet.
Michael DiGeorge
ARINC named Michael DiGeorge managing director of the company’s Asia Pacif-
ic Division based in Singapore. DiGeorge was formerly the senior director for
e-enabled programs based in ARINC’s Hong Kong office.
In his new position, DiGeorge will focus on growing ARINC’s business and
solution infrastructure in Asia Pacific, and enhancing customer service and sup-
port throughout its multiple business lines including aviation communications,
networking, airport operations and security.
MITRE Corp. Promotions
The MITRE Corp. promoted of Lillian Zarrelli Ryals and Sarah MacConduibh.
Ryals was promoted to director, senior vice president and general manager
of the Center for Advanced Aviation System Development (CAASD), the FAA-
sponsored federally funded research and development center. MacConduibh, Air
Force Portfolio director in the organization’s Command and Control Center, was
appointed vice president of Air Force Programs.
With MITRE since 1979, Ryals has more than 30 years of experience working in
the aviation sector across a broad range of National Airspace System research,
modernization and operations activities. She is responsible for CAASD’s work
supporting FAA and international civil aviation authorities in addressing opera-
tional and technical challenges to meet aviation’s global capacity, efficiency,
safety and security needs. Ryals previously served in a variety of leadership roles
for the CNS/ATM systems evolution and operations work for FAA.
Previously, MacConduibh was technical director for the Air Force Electronic
Systems Center Engineering Office, directing strategic technical planning and
providing oversight for more than 200 programs. She also served as director of
Integration for Joint Networks, director of engineering and chief engineer for the

Air Force Global Information Grid Systems Group at Hanscom Air Force Base
and project director for MITRE’s MILSATCOM projects.
Dan Elwell
Airlines for America (A4A) named Dan Elwell senior vice president, Safety, Secu-
rity and Operations. Elwell joins A4A from the Aerospace Industries Association
(AIA), where he was vice president of Civil Aviation.
Prior to joining AIA, Elwell was FAA assistant administrator for aviation policy,
planning and environment, responsible for development and implementation
of U.S. aviation policy, near- and long-term forecasting and planning, and FAA
environmental research and regulatory division.
Elwell also served as managing director of international and government affairs
with American Airlines.
Todd Witchall
Crane Aerospace & Electronics appointed Todd Witchall vice president of
finance and chief financial officer of the Electronics Group, which is based in
Redmond, Wash. Witchall had been with Lockheed Martin since 2000.
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calendar
February
12-14 ATM World Congress, IFEMA, Madrid, Spain. Visit www.worldatmcongress.org.
March
4-7 Heli-Expo 2013, Las Vegas Convention Center, Las Vegas. Visit www.heliexpo.com.
12-14 ATC Global, Amsterdam RAI Center, Amsterdam, the Netherlands.

Visit www.atcglobalhub.com.
25-28 Aircraft Electronics Association (AEA) International Convention and Trade Show, MGM
Grand Hotel and Convention Center, Las Vegas. Visit www.aea.net.
April
9-11 Aircraft Interiors Expo, Hamburg Messe, Hamburg, Germany.
Visit www.aircraftinteriorsexpo.com.
8-10 Navy League Sea-Air-Space Exposition, Gaylord National Resort & Convention Center,
National Harbor, Md. Visit www.seaairspace.org.
16–18 Asian Business Aviation Conference & Exhibition (ABACE), Shanghai Hawker Pacific
Business Aviation Service Centre, Shanghai, China. Visit www.abace.aero
22-26 AMC Open Forum and AEEC General Session, Hilton Walt Disney World Resort, Orlando, Fla.
Visit www.aviation-ia.com.
May
21-23 European Business Aviation Convention and Exhibition (EBACE), Geneva PALEXPO and
Geneva International Airport, Geneva, Switzerland. Visit www.ebace.aero.
June
17-23 Paris Airshow, Le Bourget, Paris. Visit www.paris-air-show.com.
July
17-20 Airborne Law Enforcement Association Annual Conference and Exhibition, Orange County
Convention Center, Orlando, Fla. Visit www.alea.org.

29-Aug. 4 EAA AirVenture, Oshkosh, Wis. Visit www.eaa.org.
August
12-15 Association of Unmanned Vehicle Systems International’s Unmanned Systems 2013,
Walter E. Washington Convention Center, Washington, D.C. Visit www.auvsi.org.
September
9-12 Airline Passenger Experience Association Annual Expo. Anaheim, Calif.
Visit http://apex.aero.
October
10-12 Aircraft Owners and Pilots Association Aviation Summit, Fort Worth, Texas. Visit www.
aopa.org.
21-23 Association of the U.S. Army’s Annual Meeting and Exposition, Walter E. Washington
Convention Center, Washington, D.C. Visit www.ausa.org
22-24 National Business Aviation Association Annual Meeting & Convention, Las Vegas
Convention Center, Las Vegas. Visit www.nbaa.org.
November
17-21 Dubai Airshow, Dubai World Central, Dubai.Visit www.dubaiairshow.aero.
ad index
Pg Advertiser Web Address
38 AEA International Convention ......... www.aea.net/convertion

13 Aerospace Optics Inc. ................................ www.vivisun.com
39 AIM GmbH ............................................. www.aim-online.com
45 ASIG ...............................................................www.flytab.aero
2 ATC Global 2013 ...............................www.atcglobalhub.com
41 Avionics Europe ............................. www.avionics-event.com
11 Carlisle Interconnect Technologies........ www.CarlisleIT.com
5 Data Device Corp ..................... www.ddc-web.com/comm/a
27 Dayton-Granger ............................ www.daytongranger.com
33 IDD Aerospace .........................www.iddaerospacecorp.com
5 PIC Wire & Cable ............................ www.picwire.com/inside
58 Rockwell Collins ...... www.rockwellcollins.com/prolinefusion
29 StacoSystems ................................. www.stacosystems.com
33 Zodiac Aerospace-ECE...... www.ece.zodiacaerospace.com

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SDR Takes Flight .............................24 • Beyond Line of Sight:

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Cover photo courtesy Saab Sensis

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Back from the Brink

T dropped, confetti was thrown and, the United States

6 Avionics Magazine February 2013 www.avionicstoday.com

www.avionicstoday.com February 2013 Avionics Magazine 7

Photo courtesy Emirates

A passenger connects onboard Emirates’ A380 via OnAir’s connectivity system.

8 Avionics Magazine February 2013 www.avionicstoday.com

www.avionicstoday.com February 2013 Avionics Magazine 9

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to leaving that post Another Cessna aircraft slated to hit the

above and below the aircraft, as well

www.avionicstoday.com February 2013 Avionics Magazine 13

14 Avionics Magazine February 2013 www.avionicstoday.com

If you’re looking for a career in aviation, just click

If you’re looking for the right talent

17824 www.avionicstoday.com February 2013 Avionics Magazine 15

implementation. But some modernized air traffic

management systems are already operational.

The Thales TRAC 2000 radar, pictured here in

18 Avionics Magazine February 2013 www.avionicstoday.com

one second of the CTO,

After a lengthy, and expensive,

24 Avionics Magazine February 2013 www.avionicstoday.com

A nology is gaining ground. Airborne tactical networking radios, data links

www.avionicstoday.com February 2013 Avionics Magazine 25

tion System — and the Handheld Manpack

28 Avionics Magazine February 2013 www.avionicstoday.com

www.avionicstoday.com February 2013 Avionics Magazine 29

Having proven their worth in business aviation to

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ing down to 300 feet

Next month: Antennas

Avionics Magazine’s Product Focus is a monthly feature that examines some of

38 Avionics Magazine February 2013 www.avionicstoday.com

based in Tucson, Ariz., will AIM GmbH - München

40 Avionics Magazine February 2013 www.avionicstoday.com