Avionics Magazine - September 2016

DIGITAL
www.avionicstoday.com
August/September 2016
NextGen Data
C mm
Facilitates Digital DCL
New Test Systems Look
to Match Market Growth
GCA Summit: The Pulse

of the Connected Aircraft
Ecosystem
Integrating IP
into ACARS
Transmissions
Dont Miss the

ADS-B Special
Section Inside!
CONTENTS
AUGUST/SEPTEMBER 2016
Upgrade Central
New Test Systems Look to Match Market
Growth
by Juliet Van Wagenen
Airspace mandates, obsolescence and new
systems appearing on new aircraft are driving
growth in the test equipment market. MROs and
manufacturers speak to how their systems are
evolving to keep pace.
Features
NextGen Data Comm Facilitates
Digital DCL
Global Connected Aircraft Summit: The

Pulse of the Connected Aircraft Ecosystem
by Paul E. Eden
The FAAs ambitious Data Comm DCL rollout
is running ahead of schedule and already
realizing operational benefits. Avionics
Magazine examines how phase 2 will bring the
text-based system to en route communication
from 2019.
by Woodrow Bellamy III

A peek at the 2016 Global Connected Aircraft
Summit in Hollywood, California and the
avionics, satellite service and commercial air
transport entities that are making connected
aircraft operations a reality.
ADS-B Special Section

Unlocking the Benefits of ADS-B In
by Robert W. Moorman
With the 2020 mandate of ADS-B Out set,
thoughts turn to other half of the technology,
ADS-B In, as general aviation operators lead
the charge for the technologys adoption.
Integrating IP into ACARS Transmissions

June 3, 2016 marked the one-year anniversary
of at the first ever flight of a commercial aircraft
equipped with avionics hardware, software
and connected to a satellite-based network to
enable the operation of ACARS data services
using IP. Stakeholders involved in the project
lay out where the concept is headed.
Avionics Magazine Advisory Board

Robert Witwer, vice president of advanced technology at Honeywell Aerospace
Dennis Zvacek, senior manager of avionics engineering at American Airlines
Marijan Jozic, program manager of engineering and maintenance at KLM
William Cecil, director of business development at Teledyne Controls
Ed Sayadian, vice president of civil and aerospace systems at Harris
Bethany Davis, program manager of avionics and connectivity systems sustaining and government
programs at Gulfstream Aerospace Corp.
Rex Hygate, business development manager at CMC Electronics
Forrest Colliver, vice president of business development at Becker Avionics
Michelle A. Schopp, director of flight technical programs at Executive Jet Management
Sven Kutschera, flight captain Boeing 747, Lufthansa SESAR Program Office, airline expert
information management and ATM Development at Lufthansa
Editors Note
Event Discussions Will Offer Pointers for

the Road Ahead
Mark Holmes
for Avionics Magazine

and Via Satellite
magazine.
AVONICSTODAY.COM
Global Connected Aircraft Summit (GCA Summit).

No sooner has one event ended than we move
on to the next. Our Avionics for NextGen industry event
will be in Washington, D.C., September 28 and 29,
where for a day and a half, we have various members
of the aerospace community talking all things NextGen.
We have a number of airlines speaking, as well as key
decision-makers and influencers from the FAA. With
the 2020 mandate deadlines for Automatic Dependent
Surveillance-Broadcast (ADS-B) just over the horizon,
the event will provide a barometer and how the industry is meeting the challenges of NextGen equipage. Its
not too late to register! On the subject of NextGen, we
have a great feature looking at Data Communications
(Data Comm), a critical part of the FAAs Next Generation Airspace Modernization (NextGen) initiative.
We once again thank all of you who have supported
our events and hope we can provide many more successful tradeshows that provide platforms for topics
that prove to be key to this community.
EDITORS NOTE
is the editorial director
First, I would like to thank any of the Avionics audience

who came to our 2016 Global Connected Aircraft Summit in Hollywood in June. The third iteration of this event
was a highly successful one, in which sessions, panels and discussions highlighted both the technological
successes and challenges ahead across the connected
aircraft industry. Next year, the Global Connected Aircraft Summit will back on the East Coast and we look
forward to seeing you there to check out our expanded
program. For those of you who werent able to make
it this year, our Associate Editor, Woodrow Bellamy III,
has written a piece breaking down the highlights of the
in-flight connectivity event of the year.
Later this year we are planning to launch a spinoff publication The Global Connected Aircraft Link
(GCA Link) in which we will offer readers in-flight
connectivity airline case studies, as well as in-depth
features on the ever-evolving connected aircraft. We
are planning to drop each issue around major tradeshows, such as the Aircraft Interiors Expo, the Airline
Passenger Experience Expo (APEX), as well as our own
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Integrating IP into
ACARS
Transmissions
June 3, 2016 marked the one-year anniversary of

the first flight of a commercial aircraft enabled for
ACARS data services using IP. Avionics Magazine
spoke to some of the stakeholders involved in the
project to see where the concept is headed.
he commercial Aircraft Communication, Addressing and Reporting System (ACARS) is like the digital
heartbeat of the commercially operated air transport
airframe. Since the inception of the original ARINC
ACARS data link network more than 30 years ago (now
managed by Rockwell Collins Information Management
Systems), it has continually evolved as a character-based
messaging service using ARINC 618-based air-to-ground
protocols to link aircraft onboard systems with either the
Rockwell Collins or SITA-operated ACARS networks.
FEATURE
AVONICSTODAY.COM
According to ARINC Industry Activities Ku/Ka Band

Subcommittee Chairman Peter Lemme, the industry
is achieving Internet Protocol (IP) networking today by
leaving the historical structure of ACARS in place, while
using an ACARS aircraft gateway to take the self synchronizing ARINC 429 avionics data transfer standard
and interfacing that to Internet Protocol, and then using
IP to deliver the specified message to the Datalink Service Provider (DSP). Industry has already achieved this
capability using Iridiums Short Burst Data (SBD) network
transport capability designed for transmitting short data
messages between functional equipment and centralSwiftBroadband Unit (SBU) installed on Hawaiian Airlines 767.
Photo courtesy of L2 Aviation.
Hawaiians ACARS SwiftBroadband Ops: The

Latest
Dan Smith, principal avionics engineer at Hawaiian Airlines, is quick to point out that their use of the Cobham
Aviator 300 Level D to do this is not a trial, but is actually being operated on commercial flights. On our 767
we have the Cobham Aviator 300, and the corporate
purpose of that is to support our Electronic Flight Bag
(EFB). The industry purpose for using that is [Future Air
Navigation System] FANS over SwiftBroadband (SBB),
or safety services over SwiftBroadband. We get about
190 kilobits per second, and this is SBB over the prioritized IP channel, where everything is packaged up on
the Aviator, sent down and unpacked on the ground,
and sent over. In our case, ARINC unpacked in their
station and then routed to where weve directed the
information to go, says Smith. Effectively, what Cobham and Inmarsat are doing for Hawaiian is to put an IP
bridge between the aircrafts ACARS transmissions to
FEATURE
AVONICSTODAY.COM
ized host computer systems. The other new method for

operating ACARS over IP, is Inmarsats SwiftBroadband
Safety service.
In 2015, Hawaiian Airlines became the first carrier to
fly commercial revenue flights using the ACARS data
service network with an ARINC 429 interface, communicating messages using IP, enabled by the Cobham
Satcom Aviator 300 Level D Intermediate Gain Antenna
(IGA) and Inmarsats SwiftBroadband for Safety Services network.
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the SITA and Rockwell Collins-operated ground-based

networks, because it provides a much faster and less
expensive transmission protocol.
Hawaiian also seeks to use what Smith calls the background IP for their EFBs. However, due to security concerns associated with the Aircraft Interface Device (AID)
that they are currently using, as it has not yet achieved
a Design Assurance Level (DAL) level D certification.
Were not unique in that we seek to minimize ACARS
traffic because its very expensive. Just do the math: If
youre paying on the order of 4 cents a kilobit on the
ground, and 10 cents a kilobit in the air, you can figure
out what the cost per megabyte is, and the cost per
gigabyte. Its astronomical. In fact, satcom ACARS is
cheaper than VHF ACARS in the far East. In that region,
destinations we fly to such as New Zealand, Australia,
China and Japan, are charging 45 cents per kilobit for
VHF ACARS. Were talking $1,000 per megabyte. What
weve done is turned off VHF ACARS in the Far East. On
our A330s, for example, in Japan and China we send
everything over satcom, says Smith.
At a government-industry meeting in Washington D.C.,
in August, the FAAs Performance-based Operations
Aviation Rulemaking Committee Communications
Working Group (PARC CWG) will go through Hawaiians
operation, message by message, and effectively
determine the widespread viability of approving the use
of ACARS over IP for more airlines going forward. The
AVONICSTODAY.COM
Aviator 300 system to convert the ACARS messages to

IP data and vice versa, a similar gateway for ACARS service, complete end to end ACARS over IP link so theres
a ground gateway as well. Cobham is in the process of
developing a completely new range of SBB systems
called Aviator S, this will do everything the 300 is doing
for the evaluation but it will also allow for non ACARS IP
services, so an IP link in the cockpit for things like EFB
connectivity and youll be able to do safety and nonsafety data over the same channel, says Beers.
Enablement, Approval and More
Cobham obtained a Supplemental Type Certificate (STC)
for this installation and approval of the operation through
L2 Aviation consulting services. According to L2 Aviation President and CEO Mark Lebovitz, the ACARS over
SBB STC was governed by RTCA standard DO-262B,
which is the minimum operational performance standard (MOPS) for avionics supporting Next Generation
Satellite Systems (NGSS).
The scope of DO-262B includes SBB equipment.
The FAA is planning to update AC 20-140B to include
the use of SBB equipment for FANS 1/A CPDLC and
ADS-C, says Lebovitz. The L2 STC project involved
modifications to aircraft systems allowing the use of
SBB equipment for FANS 1/A CPDLC and ADS-C, as
well as satellite voice communications, for use by the
flight crew. The STC project was completed via an FAA
Issue Paper process as the update of AC 20-140B to
FEATURE
PARC CWG goal in evaluating the Hawaiian operation is

specifically designed to investigate the performance of
FANS 1/A Controller to Pilot Data Link Communications
(CPDLC) and Automatic Dependent SurveillanceContract (ADS-C) over SBB. This investigation includes
an operational evaluation within the Performance-Based
Communication and Surveillance (PBCS) framework and
against Required Communication Performance (RCP)
240 and Required Surveillance Performance (RSP) 180
specifications.
Andy Beers, director
of aeronautical sales
Were not unique in that we
at Cobham Satcom,
seek to minimize ACARS traffic
says that while Hawaiian is flying commerbecause its very expensive. Just
cially using Aviator 300
do the math: If youre paying
to enable ACARS over
on the order of 4 cents a kilobit
SwiftBroadband-powon the ground, and 10 cents a
ered IP, Hawaiian is
kilobit in the air, you can figure
using a version of their
out what the cost per megabyte
is, and the cost per gigabyte. Its hardware, the Aviator
300 level D, that will not
astronomical.
be made commercial Dan Smith, Hawaiian Airlines
ly available and is only
being used because their future facing product, Aviator
S, was not yet ready for installation on Hawaiians fleet.
Aviator 300 D was installed in the 767 fleet, its a class
7 SBB terminal with the addition of an ACARS gateway,
and we have configured the software installed on the
AVONICSTODAY.COM
SwiftBroadband Diplexer Low Noise Amplifier (LNA) installed on Hawaiian Airlines 767.
Photo courtesy of L2 Aviation.
the Aircraft Information Services (AIS) or Passenger Services Domains (PSD), the L2 chief says.
One of the aspects of managing the ACARS aviation
network pointed out by Philip Clinch, vice president of
aircraft solutions for SITA, is that the ACARS system
includes multiples layers and to move ACARS messages over a new IP generation link. All of the stakeholders
involved have to figure out which layer to put over the
new link. ACARS has two main layers: one being the
core messaging ARINC 620 layer and the other being
FEATURE
include SBB was (and is) in work.

Since there was no sub-network indicator and relevant
previous criteria to provide a baseline for evaluating
SwiftBroadband as a viable sub-network for FANS 1/A+
or FANS 1/A, the L2 team used FAA Technical Standard
Order (TSO)-C159b, which refers to RTCA DO-262B,
Appendix E, Section 2.4, as a basis for evaluating the
SBB equipment, which includes the SBB transceiver,
Diplexer/Low Noise Amplifier (DLNA) and antenna,
Lebovitz says.
For interoperability, we used ARINC 618-7, Air/Ground
Character-Oriented Protocol Specification, which is common between Classic Aero and SBB, and ARINC 7815, Mark 3 Aviation Satellite Communication Systems,
which includes SBB and other services that operate in
L-band, says Lebovitz.
There are also cybersecurity concerns associated with
introducing IP into any aircraft cockpit, Lebovitz says.
Specifically, the internal risks associated with authorized
users on the network accessing systems and information that are flight critical and could cause problems
with the operation of the aircraft. The methodology for
reducing or eliminating this risk is by isolation of the new
system from critical aircraft systems. This may be done
by physical isolation or through domain control where
the new system is not connected to the more critical
Aircraft Control Domain (ACD) and only interfaces with
the lower layer air to ground link, Clinch says.

Dan Pendergast, senior director of Information Services International, the division of Rockwell Collins that
operates as the worlds other ACARS Datalink Service
Provider (DSP) outside of SITA says that as airlines add or adapt new protocols, they monitor and
integrate those new protocols, such as IP, into their
baseline network.
SBB is a broadband link and interest from our customers is to enable cockpit applications that need more
bandwidth than the classic legacy links. However, a significant portion of their business is still using the traditional ACARS protocol so we have a new link and as a
service provider we implement that new link, so that over
the same link we can move legacy ACARS data and IP
based data. [We offer] legacy data to support cockpit
safety services and ACARS applications and IP data to
enable our customers who want to do high bandwidth
applications such as supporting a tablet or an EFB,
says Pendergast.
NextGen Is About To Get Real
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FEATURE
The most important thing we build is trust
Woodrow Bellamy III
for Avionics Magazine.
AVONICSTODAY.COM
tion about CPDLC safety services messages, the ATN

network type stuff. So SITA can see very much, ACARS
over IP as a key to offloading non-safety services messages, says Murray Skelton, director of business development, Teledyne.
Recently, Cobham achieved a major Airbus contract
win. The company was selected as a supplier of its
Aviator 200 S and 700 S technology for the A320 and
A330, confirming the viability of ACARS over IP as a
widespread commercial aviation concept going forward. Global Market Forecasts released by Airbus and
Boeing at the 2016 Farnborough Airshow project the
A320 and 737 to be in the highest selling category of
commercial air transport aircraft over the next 20 years.
According to PARC CWG, Inmarsat expects SBB to
perform similar to VHF and envisions that ICAO will be
developing more stringent RCP/RSP specifications for
new Air Traffic Management (ATM) operations, which
could include domestic and oceanic/remote applications, where Classic Aero may not comply, but SBB
could comply. An evaluation against more stringent
Required Communication Performance/Required Surveillance Performance (RCP/RSP) specifications would
be considered at a later time after ICAO develops new
RCP/RSP specifications for the relevant ATM operations.
The future of ACARS as we see it, is that essentially
only the really urgent information will go over ACARS
and the rest will go over some type of prioritized IP
channel, says Smith.
FEATURE
FEATURE
is the associate editor
The Future of ACARS and IP

What does the future look like for using IP as a cost
effective method for sending ACARS information? The
ACARS network itself is not going anywhere. Based on
what Hawaiian is doing, and what the PARC CWG is
approving, ACARS will continue operating in the way
that Hawaiian is using it, by linking in a new protocol to
the ARINC 429 interface used by an end system such
as a Flight Management System (FMS) to an ACARS
gateway, encapsulating the ACARS message within that
protocol, and then sending it to Rockwell Collins or SITA
to then distribute it with ground-to-ground protocols.
SITA and ARINC have provided a valuable service,
but times are changing, and the volume of data created
by modern aircraft is orders of magnitude, 100 times
maybe even a thousand times more data than older aircraft. Even at 1 cent a kilobit, SITA and ARINC may make
a lot of money in the short term but in the long run it is
unsustainable, says Smith.
Furthermore, SITA and Rockwell Collins are actively
working with different protocols, as previously mentioned
by Pendergast.
One of the interesting things is that SITA is currently a
reseller of our ACARS over IP solution. They are a reseller
of that solution and theyre actively using the ACARS
over IP technology in trying to move as much of the traffic that Airline Operational Communication (AOC) traffic
off the classic network the VHF the HF and the satcom
dont have HF, in order to make way for the new legisla-
NextGen
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AVONICSTODAY.COM
by Paul E. Eden
eight months ahead of schedule, while 56 airports should

have the system available by late 2016; 32 towers,
including Ontario, were operational with Data Comm
in April.
Both Memphis and Newark airports trialed the
prototype system in a campaign successfully concluded
during January this year, working with airlines including
FedEx. The benefits of Data Comm DCL are many, but
Josh Kendrick, the companys managing director of
flight technical, identifies two prime benefits.
First and foremost, its safer, Kendrick says. Human
errors in voice controller-pilot communications are well
documented. Data Comm clearances are fully loadable
into the flight management system, therefore eliminating
those errors. Second, the controller is able to amend
the clearance as volume or weather conditions change,
thereby eliminating the voice bottleneck during these
high workload conditions.
Kendrick is enthusiastic about Data Comm and notes
that FedEx Express has been working alongside the
FEATURE
critical part of the FAAs Next Generation Airspace Modernization (NextGen) initiative, the
Data Communications (Data Comm) program,
is currently making inroads toward its five-year
plan of enabling initial Controller Pilot Data Link Communications (CPDLC) services.
Data Comm technology enables text-format Departure
Clearance (DCL) and other communications between
controllers and the cockpit through technology already
available on many aircraft through Future Air Navigation
System (FANS) avionics. The concept of controller-crew
digital communication is not new it has been common
practice in oceanic airspace for many years but its
application in the airport environment for critical DCL
procedures takes the concept a step further.
Working with Harris as a ground equipment supplier,
the FAA has moved quickly on Data Comm, having begun
development in earnest during 2013 and made its final
investment decision in October 2014. In August 2015, a
first Air Traffic Control (ATC) tower began offering DCL,
The FAAss ambitious Data Comm DCL rollout is

running ahead of schedule and already realizing
operational benefits. Avionics Magazine
examines how phase 2 will bring the text-based
system to en route communication from 2019.
FAA to introduce Data Comm to the National Airspace

System (NAS). The first trials occurred at our Memphis
and Newark hubs, and a FedEx employee has chaired
the NextGen Advisory Committee Integration Workgroup
(NIWG) on Data Comm, Kendrick says. FAA and
industry commitments made through this activity have
enabled the FAA to deploy surface Data Comm a full
20 months ahead of schedule.
AVONICSTODAY.COM
UniLink UL-800/801 communications management unit. Photo

courtesy of Universal Avionics.
Ward notes that Gulfstreams operators are giving

the company good feedback, allowing the company to
work through issues with their avionics suppliers and
Harris. After a rocky start, it appears to be working
reasonably well, although not perfect, Ward says.
For operators of aircraft without FANS provision,
several upgrade options exist, including the FANS 1/
A+ solution from Universal Avionics, which includes the
UniLink UL-800/801 Communications Management
Unit (CMU) with integral FANS functionality.
From the Sabre 65 to the Falcon 900B, our solutions
are capable of meeting future mandates and providing
additional capabilities including [Wide Area Augmentation
System (WAAS) Localizer Performance with Vertical
guidance (LPV)], synthetic vision and CPDLC DCL,
says Carey Miller, director of corporate programs and
business development at Universal Avionics.
The system already meets future FAA requirements,
but if these should change, Miller says software
FEATURE
Aircraft Compatibility
A large proportion of the air transport and business
aviation fleet are technologically ready for Data Comm
because the aircraft already use FANS avionics. By
April 1, 2016, the FAA listed 820 such aircraft, while an
incentive program had bolstered FANS equipage by a
further 722 planes. According to the FAA, the program
hopes to see 1,900 aircraft equipped by 2019.
For FedEx, achieving compatibility was no problem.
FedEx Express has almost two decades of experience
with FANS. Most of our fleet is either equipped with or
provisioned for it, so the upgrade path was relatively
straightforward, Kendrick says.
Jim Ward, program manager for the advanced flight
deck at Gulfstream reports that FANS/CPDLC avionics
were already available for the majority of its aircraft,
but, the rollout of datalink clearances has had some
wrinkles, indicating that the CPDLC implementations are
not the same and the interface definition may leave too
much room for variability. The ARINC and SITA networks
act a little differently and there are variations between
avionics suppliers. Any changes needed on the airplane
side require certification, and this can be a lengthy and
expensive process.
alone can satisfy future requirements. Universal has

seen an increase in demand for FANS 1/A+ and its
customers have already noted Data Comm benefits.
[Operators have] seen advantages where changing
weather has required all departing aircraft to receive
a new clearance via voice communication. With DCL,
our customers receive the new routing, enter it into
the Flight Management System (FMS), and go, while
others are still in line waiting to receive and read back
their new voice clearance.
Data Comm is therefore fast becoming the new DCL
standard throughout the United States and into Canada,
but similar developments under Single European Sky
ATM Research (SESAR) initiative in Europe are working
through Link 2000+, which is not directly compatible
with Data Comm. Miller is quick to allay concerns that
transatlantic operators might need to install discrete
avionics to cope with the two systems. Weve recently
added ATN-B1 Link 2000+ software functionality to our
UniLink system and it will be certified soon, Miller says.
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FEATURE
Connectivity and Security

The key enabler throughout the NextGen program, connectivity through ground stations, is easily provisioned,
but also potentially vulnerable to hostile interference.
Jo Kremsreiter, president of AirSatOne, which primarily
provides Satcom services to business aircraft operators through the Inmarsat and Iridium networks, says
VHF communications (air-to-ground) for Data Comm
are a safety concern because they are more suscep-
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tible to jamming and spoofing by bad actors than satellite communications, which are much more difficult
to intercept and by nature more secure.
K re m s re i t e r n o t e s t h a t i n J a n u a r y 2 0 1 5 , t h e
Government Accountability Office advised the FAA
that significant security control weaknesses remained
in the system, threatening its ability to ensure safe and
uninterrupted operations. At the same time the GAO
also reported that the FAA had not developed a cybersecurity threat model.
FAA NextGen Data Communications air traffic control En Route simulators.
Photo courtesy of the FAA.
FEATURE
AVONICSTODAY.COM
The FAA reported that it has taken steps to ensure

Data Comm processes and procedures are secure.
Since the FAA is the regulatory authority and will maintain
the Data Comm network, AirSatOne will follow its lead.
We have our own security procedures in place for our
network, process and procedures. Our first rule for
security is to not talk publicly about the security weve
implemented and we encourage others to do the same,
Kremsreiter adds.
He also notes important differences in the operation
of satcom and VHF datalink services, including
Data Comm. A satcom datalink delivers FANS 1/A,
[Airborne Flight Information System] AFIS, [Aircraft
Communications, Addressing and Reporting System]
ACARS and Data Comm through a separate pipe to the
cockpit and ATC messages are given priority over nonsafety communications. Because the pipe is separate,
usage by the cabin will not affect the bandwidth (or
capacity) of the pipe supplying critical communications
to the flight deck, Kremsreiter says.
But a VHF datalink is only used for cockpit
communications. As an example, SwiftBroadband is
currently being used for commercial operations with
FANS 1/A and has proven to be fast and effective. But
when the SwiftBroadband channel is being used for
FANS 1/A it is dedicated to the flight deck and cant be
used by the cabin. Its important to note that datalink
uses very little bandwidth compared to internet activity,
he adds.
Looking forward to the full Data Comm rollout, Kremsreiter
says the company already delivers FANS 1/A and/or datalink,
which includes some components of Data Comm, including

CPDLC. Since FANS 1/A already consist of ADS-C and
CPDLC, the company forsees very few challenges, if any,
delivering CPDLC for domestic Data Comm.
He also notes that as existing datalink customers
who travel across the North Atlantic Track in FANS
airspace quite regularly start using CPDLC for Data
Comm over domestic US airspace, the company will
see an estimated usage increase of approximately 900
percent or more. Aircraft equipped with FANS 1/A
also have VHF datalink, so over domestic airspace
their aircrafts data management unit will automatically
switch to the FAAs VHF air-to-ground network, so its
capacity will have to be able to handle the increase. As
Data Comm is implemented, the industry will see and
need to be prepared for a dramatic increase in data
usage, Kremsreiter says.
Paul E Eden
is an aerospace writer and editor working across a range of
industry publications.
Official Royal Air Force

Annual Review.
AVONICSTODAY.COM
FEATURE
He is also editor of the
En Route Services
Implementing DCL through FANS avionics is the first
phase in the Data Comm program, followed from 2019
by initial en route services. Software is under development for the 20 en route continental U.S. air traffic
control centers to enable flight critical Data Comm connections between their controllers and aircraft cockpits.
Heading and altitude changes, routing around weather
and hazards and other operational and safety data will be
passed accurately and quickly with many of the benefits
already being realized in phase 1. Operators are realizing
efficiencies through crews receiving complete, accurate
departure data in a single transmission, automatically
received, checked and confirmed through aircraft and
ground systems for entry into the aircraft FMS at the

push of a button.
Gone are the potential confusions of poor voice reception, language barriers and other issues that frequently
require pilots to read transmissions back several times
until they are perfect. These same benefits will apply
to en route communications, which will also include
sign-off calls between pilots passing from a controller
in one airspace sector to a controller in the next.
Looking at aircraft equipage, operators with FANS
avionics installed are already capable of CPDLC
and therefore ready for Data Comm phase 2, while
AirSatOnes Kremsreiter notes another benefit of its
use for en route communication. CPDLC requires less
capacity than voice communications. As an example
everyone should be familiar with, a cell phone voice
call takes more bandwidth than a simple text message.
When a cell phone has a weak signal, resulting in less
bandwidth, a voice call cant be made, whereas a text
message can still be sent, says Kremsreiter.
Text messaging is the essence of how Data Comm
links controller and pilot. The controller enters the DCL
or, from 2019, en route message, into a computer and
chooses when to transmit it to the aircraft. The pilot
confirms receipt digitally before entering the data into
the FMS for action. Thus the message becomes flight
critical, enhancing safety through its simplicity, but
potentially open to scrutiny in the event of a mishap.
For this reason, Kremsreiter cautions that operators
will need to equip their aircraft with a Cockpit Voice
Recorder (CVR) that stores not only voice, but also text
messages between controller and pilot.
The 2016 Global

Connected Aircraft Summit
in Hollywood, California
demonstrated the continued
growth and expansion of
all of the different aspects
of the avionics, satellite
service and commercial air
transport entities that are
making connected aircraft
operations a reality.
GCA SUMMIT
The Pulse of the Connected Aircraft Ecosystem
FEATURE
AVONICSTODAY.COM
he 2016 Global Connected Aircraft Summit (GCAS)

proved to be the pulse of
the entire connected aircraft ecosystem. A total of 37
expert speakers from seven different In-flight Connectivity (IFC)
service providers, seven avionics
and aircraft component manufacturers, 11 airlines, the worlds two
largest airframe manufacturers
Airbus and Boeing as well as
the French National Space Center
(CNES) presented case studies on
existing challenges, progress and
future possibilities for connected aircraft operations. Expanding bandwidth, new approaches to aircraft
cyber security, cost of service pro-
vision and harnessing meaningful information from large

swaths of aircraft data were central themes throughout
the three-day conference.
The Connected Aircraft: What do
Airlines Want?
The connected aircraft need most commonly expressed
by the majority of the airline speakers at GCAS 2016
was a desire for more cost-effective and reliable methods for performing aircraft health analysis and predictive maintenance.
Chris Bigwood, manager of innovation programs,
design, engineering and innovation for Etihad Airways,
during his panel discussion on What
Airlines Want and How Industry Can Provide
it said that, in reality, his airline currently
FEATURE
AVONICSTODAY.COM
does not have the network and onboard technology

capable of allowing them to transmit operational aircraft
data to their aircraft maintenance personnel.
Im from a maintenance background and weve been
waiting for connectivity to get more mature so that we can
see more of the maintenance data off of aircraft earlier.
Theres a huge amount of data ready to come down to
the Ku/Ka pipe that hasnt been sent. We want to get a
full idea of what we need to do once [the aircraft] is on the
ground, said Bigwood.
What attendees quickly learned though, is that an
airlines connected aircraft desires are largely influenced
by their specific operations and the types of hardware and
applications they are integrating into their fleet of aircraft.
The term connected aircraft might be a little bit over
the top. We have an iPad tablet [Electronic Flight Bag] EFB
and as of right now, while in-flight, it is nothing more than
a disconnected template. In reality we update our device
before we fly and since its disconnected theres no chance
of it having a problem once we get onto the aircraft, but
its such a shame to not have connections to do more with
the device, be it an iPad or any other tablet. Sometimes
our passengers have better weather information than we
do operating the aircraft, Will Ware, team lead for EFB
projects at Southwest Airlines said during the panel EFBs
and Operations: How Connectivity is Changing the Game.
Currently Southwest has a team of 50 pilots beta testing
access to their aircrafts Wi-Fi on the ground. The carriers
plan is to eventually move that beta testing process to an
airborne phase, before starting to use the EFBs to gain
access to real-time weather updates for

commercial flights.
Really what youre looking for is a 400-mile
vision of a problem that you may encounter
and how to avoid that, said Ware.
Other carriers also provided alternative
perspectives on what theyre seeking from the
operation of a fully connected aircraft. Joshua
Kendrick, managing director of flight technical
operations at FedEx, for example, said that
although his airline does not carry passengers,
FedEx still sees tremendous value in having
all of its employees connected throughout
the airplane at all times. This includes pilots
flying the aircraft or maintenance personnel
on the ground.
Cost is another key issue for the cargocarrying operator. We want to keep
driving toward a lower cost solution, said
Kendrick during the panel The Connected
Ecosystem: IoT and Managing the Data.
For us, the conversation right now for
connectivity is centered around which
applications we can put together; what
can we make happen, now that we have it?
We almost want to reverse the conversation
and say: If the connectivity was cheap
enough, what could we do with it? We
have the same hurdles that a lot of the
airline passenger
experience association
AVONICSTODAY.COM
passenger service has, which is: Do I want to

pay additional cost for additional service?
Cybersecurity
No discussion of the 2016 Global Connected Aircraft Summit would
be complete without mentioning cyber security, which the industry is collectively addressing through standards bodies, research and facilitation
of new hardware and software designed to combat emerging threats.
Fred Schreiner, chief technology officer for Thales Avionics, during the
cybersecurity panel, provided an effective assessment regarding where
the aviation industry stands in terms of the ability to protect critical aircraft
systems from cyber threats. He also addressed what the industry needs to
do to ensure aircraft remain safe from cyber threats in the future.
There needs to be a commitment to a continuous cycle of security risk
analysis or threat penetration testing both wireless and wired systems
and improvement and remediation. Theres a constant cycle: people
want to know if the system is secure, somebody may make the claim that
they are secure today, but that doesnt mean they are secure tomorrow or
next week, because threat vectors can change the way things are evolving quickly. We need to move and we are moving toward real-time
intrusion detection, said Schreiner.
AVONICSTODAY.COM
with competitors satellite-based offerings. Earlier this

year, in a meeting between representatives for Gogo
and Federal Communications Commission (FCC) Chair
Tom Wheeler that was made public by the FCC, Gogo
urged the Commission to allocate and auction spectrum
for the proposed 14 GHz air-ground mobile broadband
service. The request from Gogo stems from a Notice of
Proposed Rulemaking (NPRM) originally issued by the
FEATURE
Technology: Whats Available and

Whats on the Horizon?
GCAS also provided a forum for the industry to learn
about new connected aircraft technologies, service
models and concepts coming on the horizon, as
well as resolve challenges and questions associated
with technology that is currently available today.
One topic that emerged early in the conference
and was discussed on several different panel
discussions was the question of the future viability
of Air-to-Ground (ATG)-based IFC service.
When asked whether or not ATG has a future in the
connected aircraft ecosystem, Dave Bijur, regional
president of the Americas region for Gogos business
airline group, said during an industry roundtable
discussion that the answer comes down to capacity
and economics, not technology.
I think that airlines are interested in costeffective, high-performance bandwidth solutions. Do
they really care whether its an air-to-ground or satellite
system? I do think theres a future for ATG, and I think
the performance of the satellite systems are going to
put a lot of pressure on them. For ATG, the capacity has
to be there, said Bijur, referring to the spectrum size
issue that has largely impacted Gogos ability to deploy
new generations of its ATG product that can compete
FCC in 2013 seeking to establish a new

air to ground mobile broadband service to
increase the availability of in-flight Internet
for commercial and government aircraft.
The service would use spectrum within
the 14 to 14.5 GHz band, with the FCC
proposing a competitive auction to license
it through a 500 MHz block or two 250
MHz blocks. That auction still has not
come to fruition, as Gogos latest ATG
offering, ATG-4, is still using the original 3
MHz of spectrum it obtained 10 years ago,
although the company has announced
plans to introduce Gogo Biz 4G for
business aircraft by early 2017. Now,
Gogo customers such as Aeromexico
and Delta have moved on to their next
generation satellite-based offering, 2Ku,
launched in April of this year.
I think 14 GHz is a great option; I dont
think its the only one. The performance
were getting out of 2Ku is phenomenal.
Its going to come down to economics,
its not going to come down to anything
other than that, said Bijur.
Satellite: What Can it Offer?
Nearly every major satellite service provider with an IFC offering was also at
the summit this year discussing current
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technologies and future plans. All providers are in the midst of building and
deploying next generation satellites with
service offerings specifically designed to
serve aviation and other mobile industries. Bill Peltola, senior director for aviation services in the Asia Pacific for satellite operator Inmarsat, gave an update on
the companys GX Aviation offering that
plans to be the first global, high-speed
aviation broadband service.
With [Inmarsat 5 GX Aviation satellites],
each satellite has 72 global service beams,
and we also have beams that are moveable
in real time. We can actually, physically steer
beams to an area where we need coverage
and we do that for airlines, whether its in
areas of high concentration, their hubs,
or so on. We have three satellites up right
now for GX, which cover the earth, and
weve built and tested a fourth satellite
and that will be launched this year. We
have a contract with SpaceX to launch
that. It will be launched in an area which
requires the most coverage. We also
recently announced the contract to build
the next generation satellite, which is our
sixth generation, Inmarsat 6, said Peltola,
noting that the sixth generation satellite will
12-14 SEPTEMBER 2016

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his research shows that by 2019 there will be three

connected devices per person on the planet.
We have created more capacity than anyone else
put together and we still dont think thats enough,
said Polad. We have ViaSat 2 coming with twice the
capacity and seven times the coverage of ViaSat 1. We
have ViaSat 3 coming with terabit per second capacity.
The key thing for us is make sure the capacity keeps up
with demand. Commercial aviation has become a real
priority for us.
Tech Talks: Whats Next?
A major new feature of the conference this year was
FEATURE
feature a dual-payload, supporting both Ka-band and

L-band services, in order to add more capacity for its
legacy cockpit communications system.
SES also gave a presentation where it outlined its High
Throughput Satellite (HTS) strategy going forward, and
how it relates to in-flight connectivity. These new satellites
will provide global coverage, and give SES much more
flexibility to serve the in-flight connectivity market. Some
of these satellites will start to launch in 2017.
Meherwan Polad, senior director of business
development for commercial mobile systems for
ViaSat, also provided some in-depth perspective on
how his company is handling bandwidth. He noted that
Theres a big cost that an airline undertakes to put a

connectivity system on an aircraft. Cost of ownership
isnt about just the system, the ongoing cost of the
service and data transmission as more and more
links are added to the aircraft is a factor as well.
Least-cost routing is going to become more and more
important. There is no one link; theres multiple links
that make sense.
William Cecil, Teledyne Controls
Woodrow Bellamy III

is the associate editor
AVONICSTODAY.COM
FEATURE
FEATURE
Tech Talks, a series of Ted Talk-style presentations,

where some of the leading voices in the industry provided presentations designed to push the thinking of the
global connected aircraft community forward. During
this session, David Helfgott, CEO of Phasor, discussed
the type of antenna technology that he believes will
be required to support all forms of connected aircraft
operations both in the cabin and cockpit going forward.
According to Helfgott, the commercial aviation industry is getting ready to see a new lineup of electronically
steerable phased array antennas, the same kind that
have been around in the military segment for years, but
are just now achieving the type of economics that can
make them better suited to commercial aviation.
Dynamic beam forming antennas that are controlled in
the right way are faster at scanning than any mechanical

antenna and more robust. The most interesting part
about electronically steered antennas is that they are
scalable and can form a wide range of bandwidth
requirements, depending on the type of depth and space
you have available for an antenna, Helfgott told Global
Connected Aircraft Summit attendees. The Phasor CEO
also discussed the future capabilities of a distributed
array antenna, with multiple small antennas acting as a
singular antenna that is electronically steered. The aim
of the technology is to provide better data transmission
for airborne aircraft.
Both William Cecil, director of business development
for Teledyne Controls, and Richard Nordstrom, senior
director of global marketing, Rockwell Collins, also used
the Tech Talk platform to discuss what they see as an
industry trend moving toward the concept of leastcost routing, in which operators select the path of their
aircrafts outbound voice and data communications traffic
purely based on cost.
Theres a big cost that an airline undertakes to put a
connectivity system on an aircraft. Cost of ownership
isnt about just the system, the ongoing cost of the
service and data transmission as more and more links
are added to the aircraft is a factor as well. Least-cost
routing is going to become more and more important.
There is no one link; theres multiple links that make
sense, said Cecil.
ADS-B SPECIAL SECTION
Unlocking the
Benefits
of ADS-B In
With the 2020 mandate of ADS-B Out set, thoughts

turn to the future of the other half of the technology,
ADS-B In, as general aviation operators lead the
charge for the technologys adoption.
by Robert W. Moorman
AVONICSTODAY.COM
hen the FAA mandated Automatic Dependent Surveillance-Broadcast (ADS-B Out) for most aircraft by
January 2020, there were the predictable complaints
from various segments of the aviation community
regarding acquisition and installation costs as well as the limited time
available for operators to comply with the rule.
In time, the opposition turned to benign acceptance of ADS-B Out,
an integral part of the Next Generation Air Transportation System
(NextGen), which aims to transition the National Airspace System
(NAS) from ground-based radar and navigational aids to a spacedbased Global Positioning System (GPS). Now, interest is shifting
toward the possible adoption of ADS-B In, the companion technology that enhances the baseline technology.
Improved situational awareness in domestic and international airspace along with enhanced traffic and weather data are a few of the
surface benefits of ADS-B In. However, some of the more promising
uses for ADS-B In are in developing standards for Interval Management and In-Trail Procedures (ITP). Those standards, which the FAA is
developing presently and aims to release within the next 24 months,
will create a template for avionics manufacturers and aircraft systems
integrators to build and install ADS-B In on aircraft.
For General Aviation (GA) aircraft operators, ADS-B In is considered the poor mans TCAS [Traffic Collision Avoidance System] and
considered a vital piece of equipment. Equally important, the technology allows GA planes to operate almost autonomously in the NAS.

ADS-B In provides additional capabilities beyond the safety
and situational awareness benefits of the TCAS, however.
There is a sea change occurring in general aviation as it
relates to ADS-B In acceptance, says John Uczekaj, president and CEO of Aspen Avionics. Once ADS-B becomes
more proliferated in the industry, people will come to the
realization that the technology is a safety enhancing tool.
At present, there are 10,000 aircraft, mostly GA planes,
equipped with ADS-B In. ADS-B In technology is here and
those with it dont ever want to be without it, says Jens
Hennig, vice president operations for the General Aviation
Manufacturers Association (GAMA), and the organizations
primary voice on Air Traffic Control (ATC) modernization.
Hennig also notes that the situational awareness enhancements gleaned from ADS-B In technology are fantastic.
Noteworthy, is that
EX5000 Series MFD. Photo courtesy of Avidyne Corporation.
the GA community
not commercial
airlines are leading the drive toward
ADS-B In acceptance, says Uczekaj.
He notes that in the
past, that role was
reversed, as airlines lead the effort
to equip with ADS-B
Out, mostly through
necessity.
Avionics makers
and associations
AVONICSTODAY.COM
such as the GAMA and the National Aviation Business

Association (NBAA) have reported that GA aircraft operators find ADS-B In beneficial, in part, because of the numerous free services available to the aircraft via the Universal
Access Transceiver (UAT). Originally developed as the single
ADS-B data link for the NAS, UAT is now the preferred data
link for all GA aircraft that fly below 18,000 feet.
The ADS-B Flight Information Services-Broadcast (FISB) weather and flight information service is only available
to UAT-equipped aircraft. All larger commercial and business aircraft that operate at higher altitudes are required
to have a Mode-S transponder operating on a 1090 MHz
frequency with extended squitter.
Larger aircraft can still receive full ADS-B In services
through the addition of a UAT receiver. It should be noted
that UAT is only permissible as the sole ADS-B equipment
up to 18,000 feet. However, aircraft can have a combined
receiver that listens to both the UAT and 1090 link. If flying
above 18,000 feet, an aircraft equipped with both receivers would comply with the mandate based on the 1090
link and would also receive the benefits of FIS-B services
up to 24,000 feet.
For these aircraft, ADS-B Out is required to be part of
that system. ADS-B In systems receive FIS-B weather and
data services only on the 978 MHz frequency. Traffic Information Services-Broadcast (TIS-B), provides ADS-B Out/
In equipped aircraft with surveillance information about aircraft that are not ADS-B equipped. To qualify as a TIS-B
target, an aircraft must be equipped with a transponder
and be within radar coverage.
Tim Taylor, president of FreeFlight Systems, the company
that produced the first rule-compliant UAT ADS-B system,

believes ADS-B In has become one of our fastest growing segments, for all aircraft types. FreeFlight produces
two UAT products for Part 23 GA aircraft and rotorcraft:
the Rangr Blue ADS-B system, and the entry-level Rangr
Lite. Both systems work with an iPad and other tablets.
The Lite is available as an ADS-B transmitter and transceiver, and the Blue is available as an ADS-B transceiver
or receiver. The FAAs SC-186 technical group, the group
of engineers chartered by the FAA to develop standards
for avionics for ADS-B, has recently begun work to update
the FIS-B standard to accommodate the new weather services offered in the ADS-B In Minimum Operational Performance Standards (MOPS). Harris is currently developing
the new FIS-B products, and the avionics standards for
these products are in parallel development within the RTCA
SC-206 Committee, regarding Aeronautical Information
and Meteorological Data Link Services (AIS).
Not on Board
For airlines, even those that have proven the benefits of the technology, ADS-B In is a tough sell. Airlines wont spend money on any technology historically
unless there is a compelling safety and business case.
Several airlines told Avionics they have no immediate
plans to outfit their fleet with ADS-B In. ADS-B In is not
yet mature enough for airlines to invest in, says Joe Bertapelle, director of the strategic airspace program at JetBlue
AVONICSTODAY.COM
Airways. The current status is on hold and future status is

yet to be determined. JetBlue obtained a Supplemental
Type Certificate (STC) for ADS-B In with Astronautics and
ACSS, but as of yet the airline hasnt equipped any airliners with the technology.
UPS Airlines, an ADS-B pioneer, is in the process of
removing obsolete ADS-B In equipment from its fleet of Boeing 767s and 757s, according to Christian Kast, advanced
flight systems manager at UPS. The move is not because
the carrier doesnt believe in the potential value of ADS-B
In. The avionics are more than 15 years old and were a
product of its former UPS Aviation Technologies (UPS AT)
subsidiary, which Garmin purchased in 2003 and has since
stopped supporting the equipment.
Despite the potential, UPS interest in ADS-B In seems to
have waned. UPS has no current plans to equip for ADS-B
In, says Kast. As UPS makes decisions on upgrading
avionics for retrofit, ADS-B In is a consideration for provisioning. This capability must show demonstrable benefit
versus the cost of equipping our aircraft. UPS remains a
strong advocate for ADS-B Out, however. The companys
Boeing 747, MD-11, 767, and Airbus A-300 freighter fleets
have ADS-B Out already and Kast notes that the 757 fleet
will install the technology as the aircraft cycle through their
C-checks. Kast also says UPS would be ADS-B Out compliant well in advance of the FAAs 2020 mandate deadline.
FedEx is another carrier that sees the potential value of
ADS-B In, but did not elaborate on its testing or current

views on the technology. FedEx is following the development of ADS-B In applications closely, and we are actively
participating in benefits validation, says Dan Allen, senior
manager of air traffic operations at FedEx.
Still, Matthew W. Beres, airborne repair and maintenance
analyst with Forecast International, an aerospace consultancy, believes that airlines may never equip their fleets with
ADS-B In unless the government mandates the equipment.
The why-do-I-need-this-technology mentality among upper
airline management remains.
If it is not mandated, most commercial aircraft operators arent going to install the technology, says Beres.
Its on their radar, but ADS-B In isnt a priority. Others
believe operators cannot determine the long-term value
of ADS-B In until ADS-B Out becomes fully operational
and organizations can gather enough data to determine
its effectiveness. The industry push toward ADS-B Out is
the baseline requirement to gaining the full ADS-B In situational awareness and operational advantages, says Craig
Peterson, senior director of commercial systems marketing at Rockwell Collins. We dont believe a mandate is
necessary for operators to initiate ADS-B In applications
as the implementation will provide the benefit that meets
their financial requirements.
Rockwell Collins has fielded numerous TCAS units that
have a traffic computer that can add ADS-B In software. The
company has certified its Integrated Surveillance Systems
(ISS) to provide ADS-B In as an airline-selectable option.
In another bid for the technology, all Honeywell Epic glass
cockpits are capable of ADS-B In functions.
Mandated or not, Tom Dooling, senior manager of techAVONICSTODAY.COM
nical sales at Honeywell

Aerospace says ADS-B
In could help save airlines millions of dollars in fuel costs annually because of better
sequencing of arriving
aircraft. ADS-B In would
be helpful particularly at facilities like San
Francisco International Airport (SFO), which
serves many wide-body L-3 Lynx NGT-9000 dual-band MultiLink Surveillance
long-haul aircraft daily, System. Photo courtesy of Aspen Avionics.
says Dooling. SFOs
two parallel runways can be tricky for pilots on approach
from a weather and logistics standpoint. The airport could
classify one runway for ADS-B-equipped aircraft, which
could sequence aircraft more efficiently, while the airport
could designate the other runway for non-ADS-B-equipped
aircraft. At present, SFO only allows simultaneous landings on the parallel runways in ideal weather conditions.
Memory Lane
To understand the limbo in which ADS-B In finds itself
requires an historical review. Between 2006 and 2007, an
Aviation Rulemaking Committee (ARC) developed ideas
for the ADS-B Out mandate. The committee developed a
10-year transition period from final rule publication to compliance date along with recommendations, which were
submitted to FAA.

After the FAA published the ADS-B Out final rule in May
2010, the agency formed a separate ARC to develop a
strategy surrounding how to develop ADS-B In as well as
to consider advanced applications for the technology. The
FAA published a 300-page report containing both immediate and long-term benefits of ADS-B In. It also took a
look at other advanced applications, such as the ability
to use ADS-B In as a tool to help initiate an altitude climb
in oceanic airspace, as well as a way to enhance the flow
and sequencing of aircraft into airports. The ARC report
listed 10 applications for ADS-B In and recommended a
phased-in approach for adopting the technology.
In 2009, the Radio Technical Commission for Aeronautics (RTCA) Task Force 5, which included airline representatives, stated unequivocally that it wanted to slow down
certain elements of NextGen, including ADS-B In. The
task force report really slowed down a lot of the work on
ADS-B In, says GAMAs Hennig. The report advised FAA
to re-baseline and re-prioritize a number of ADS-B related
programs as well as initiate more incremental improvements to enhance the air transportation system, with an
eye toward the bottom line. Elsewhere, worldwide testing
and development of ADS-B In is limited. ADS-B In is under
development with the RTCA/ European Organization for
Civil Aviation Equipment (EUROCAE) standards group but,
at present, the only work to deploy ADS-B In is by way of
the U.S. Government for applications, such as ITP.
While NATS, the United Kingdoms air navigation service provider, does not currently rely currently on ADS-B to
AVONICSTODAY.COM
detect and track aircraft, the organization is studying the

technology through Project Electronic Visibility via ADSB, or Project EVA. With the study, NATS aims to enhance
flight safety by improving the visibility of GA pilots to each
other, and to air traffic control through the transmission
and reception of ADS-B data, including gathering ADS-B
In data. According to Project EVA material on the NATS
website, the project aims to show that innovative devices
enhance situational and traffic awareness for the GA community. NATS is also conducting another trial in Southeast England to assess the quality of data produced by
other non-certified GPS sources connected to Mode S
transponders. Steve Fulton, a senior advisor and test pilot
for Sandel Avionics, believes that while there are numerous discussions taking place regarding the pros and cons
of investing in ADS-B In, the discussions are somewhat
shortsighted.
When NextGen was launched, the FAA envisaged the
program as a four-dimensional, trajectory-based operation. The current operations are fairly tactical, and if we
look at ADS-B In from that perspective, we can see how it
has a lot of value, says Fulton. But if you make the jump
to developing a more organized system, the individual airplane-to -airplane coordination is done in a more strategic
manner through the use of Performance Based Navigation
(PBN) procedures.
According to Fulton, this requires time, speed and spacing
tools to manage the flow of aircraft on PBN routes. Fulton
co-chairs an RTCA Task Group that is developing recom-
Robert Moorman
is a freelance writer
specializing in
various facets of the
fixed and rotor wing
air transportation
business. With nearly
30 years of experience,
he runs a freelance
writing business, RWM
Associates. His writing
clients include several
of the leading aviation
magazines targeting
the civil and military
markets. He can be
reached at rwmassoc@
verizon.net.
mendations for the FAA plans on the development of those tools. Flight interval management
spacing, an application of ADS-B In, provides
a unique performance increment in minimizing
the variance in inter-aircraft spacing and is under
review by the task group. Final recommendations are due in October 2016.
Will ADS-B In ever be on par with its Out counterpart? The GA community has embraced the
technology, but Hennig says the airlines need
to get onboard for the technology to become
an integral part of NextGen. FAA must precede any ADS-B In deployment with policies
and revisions to the ATC Controller Handbook
that would accommodate use in the NAS, says
Kast of UPS.
ADS-B In will, for now, likely remain a part of
NextGen and other modernization efforts worldwide. Seasoning and acceptance of its sister
technology must come first before In is in. Fifteen years ago, people couldnt dream that we
would have three dimensional synthetic vision
and now we do, says Uczekaj. I think ADS-B
In has a similar parallel. With extra data available,
FAAs ability to stimulate innovation by certification reform, and aircraft manufacturers wanting
to differentiate themselves, youre going to see
its acceptance.
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NEW TEST SYSTEMS
LOOK
TO MATCH
MARKET
GROWTH
by Juliet Van Wagenen
Airspace mandates, obsolescence and

emerging needs for systems appearing on
new aircraft, such as the CS100, are driving
growth in the test equipment market. MROs and
manufacturers speak to how their systems are
evolving to keep pace.
Replacing Obsolete Equipment

The aging of existing capital equipment, the need to
update equipment and an increase in capital spending
across most markets are driving growth in the test equipAVONICSTODAY.COM
UPGRADE CENTRAL
he current aircraft test equipment market is huge and

only growing, spurred by the industrys need to replace
test equipment that is quickly becoming obsolete,
but also by the need for new equipment to satisfy
the requirements of novel technologies appearing on new
aircraft models, such as Bombardiers C Series and Airbus
A350. According to a report released in May on the Global
Aviation Test Equipment market by research consulting firm
Stratistics, the test equipment market was valued at $5.64
billion in 2014, and is projected to reach $7.56 billion by
2022, growing at Compound Annual Growth Rate (CAGR)
of 3.7 percent per year.
Test equipment manufacturers such as Astronics and Cobham AvComm note that upcoming airspace mandates are
proving to be an energetic force in the market in the United
States and Europe. Meanwhile, powered by commercial airline
expansion and communications infrastructure upgrades, the
Asia-Pacific is growing at an enormous rate and threatening
to overtake North America as the largest player in the market.
ment sector, according to Steve Fairbanks, senior director of test instruments at Astronics. This is backed up
by Avionics Magazines 2016 Test Equipment survey, in
which 65 percent of readers say they need to acquire
new test equipment or upgrade components for their
existing test systems.
From military [Automated Test Equipment] ATE to commercial instruments we have seen an increase in demand,
says Fairbanks, referring to the pick up the company has
seen in the last year primarily in North America but also
in the Asia-Pacific markets. In the military markets, there
are budget pressures for the sustainment of equipment
well beyond its original useful life. This puts pressure on
Photo courtesy of Delta TechOps.
UPGRADE CENTRAL
AVONICSTODAY.COM
the maintenance and repair of those assets, which shifts

the test equipment needs from production to repair. Keeping these legacy test platforms going for well beyond their
expected life produces some difficult challenges for service and support.
As government-driven funding constraints shrink budgets for new equipment, companies and technicians are
looking to expand the life of existing test equipment. Fairbanks says the company is working to design products
that alleviate obsolescence issues associated with keeping test equipment in service longer. He points to the T940
digital test subsystem, designed primarily for future digital
test capability, but also looks to allow technicians to replace
existing or aging digital subsystems in their legacy systems.
David Barrette, avionics tooling analyst at Delta TechOps,
a Maintenance, Repair and Overhaul (MRO) facility associated with Delta Air Lines that services several different
commercial aircraft types, also identifies obsolescence as
a constant issue for the company. He marks this as an
issue not directly related to budget constraints, although
he notes that technicians at Delta TechOps look to use a
system for as long as it is capable of performing optimally,
but also as an issue that arises as test equipment manufacturers begin to phase out parts for existing equipment.
Obsolescence is a huge issue because you cant procure
the parts to repair the test systems you have, so you have
to buy new equipment, said Barrette, who is currently in
the process of updating the companys air data testers as
the systems are becoming obsolete.
Astronics also identifies manufacturer and carrier consolidation as an issue the company looks to combat by
SMARTPlane
designing systems that can cater to multiple
OEM product lines in order to keep newer
test systems from becoming obsolete as well.
Matching Mandates
While smaller and smarter equipment is on
the wish list of every technician, just over 50
percent of the respondents to our 2016 Test
Equipment survey are looking to purchase
new equipment to satisfy an aircraft service
performance or operational requirement.
Many of these new requirements are fueled
by airspace mandates in conjunction with air
transportation system modernization initiatives, such as Europes Single European Sky
ATM Research (SESAR) initiative, and NextGen in the United States.
FAAs NextGen has been the hottest market driver of late ... Mandates involving avionics always drive change, upgrades and business. And, as with most mandates, time is
slipping away for NextGen, says Guy Hill,
director of the avionics business unit at Cobham AvComm. In 2014, Cobham acquired
Aeroflex, the company that has consistently
been the most-used test equipment manufacturer according to our Avionics Magazine Test
Equipment surveys. Fifty percent of respondents reported they used this equipment in our
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UPGRADE CENTRAL
2016 survey, while a whopping 63 percent reported

Smaller, Smarter, But Slow to Adapt
using Aeroflex equipment in 2015.
While test equipment by its very nature is not very innovative, as
Hill reports that the company maintains its market
it has to adhere to the standards set forth for the aircraft, Barrette of
leadership by constantly looking to stay ahead of
Delta TechOps says the company looks at new designs that support
the game. Currently, it is setting its sights on makupgradeability, portability and new capabilities such as predictive
ing equipment available for upcoming mandates,
maintenance when upgrading equipment.
such as the Automatic Dependent SurveillanceEverybody likes to have smarter and smaller test equipment. Some
Broadcast (ADS-B) Out requirement that will come
of the OEMs are making use of software and other options so they can
into effect for most users in airspace in the United
make the equipment a little bit smaller, so we dont need to have two
States on Jan. 1, 2020, and Europe by June 2020.
mechanics handle it just to take it out to the aircraft, said Barrette.
ADS-B will create more demand for support
DMAs Knowles says that while the industry does like new features,
equipment to help facilitate compliance of the
users are slow to adapt to new and more innovative test sets.
170,000 aircraft requiring an equipment update,
Bluetooth communication has been available for more than 10
says Hill. The FAA released estimates earlier this
years, and while it has been a positive talking point is rarely used.
year that projected 100,000 aircraft will still need to
Partly for this reason, we DMA introduced a smaller, lightweight air
equip with ADS-B Out systems in order to remain
data test set ..., which can be taken into the cockpit in its entirety.
compliant when the deadline rolls around. In recent
However, this brings out its own set of challenges with the hose
years, the company has added ADS-B test capabilconnections to the pitot tubes, notes Knowles.
ity for 1090 MHz and 978 MHz in its ramp test set
with its IFR 6000/6015 flightline test set designed
for testing transponder modes A/C/S, 1090 MHz
ADS-B and 978 MHz Universal Access Transceiver (UAT), ing TCAS with an option available for testing transponder
Traffic Collision Avoidance System (TCAS) I and II, and Dis- Line Replaceable Units (LRUs).
tance Measuring Equipment (DME).
Cobham AvComm is also set to release an application
The company also offers bench test sets that are ADS-B to simplify and expedite the testing process, explains Hill.
capable for 1090 MHz and 978 MHz spectrums. Its ATC- The new application, in conjunction with the companys
5000NG avionics test set is an RF signal generator/receiver IFR6000 and GPSG-1000 systems, supports ADS-B equipfor testing Mode A, C and S transponders. Its RGS-2000NG ment installation testing, Standard Type Certificate (STC)
TCAS Test Set is an RF signal generator/receiver for test- approvals and post-approval testing. It aims to help install-
Cobham AvComm ATC-5000NG Distance Measuring Equipment (DME) Test
a broadband system based on Orthogonal FrequencyDivision Multiplexing (OFDM) modulation that shares many
technical features with 3G and 4G wireless communications systems. AeroMACS is a mobile and fixed broadband
wireless communications network that aims to enhance
airport surface communications.
These advances require test equipment that can support their expanded capability. For example, AeroMACS is
based on the WiMAX standard and operates in the 5091
MHz to 5150 MHz band, he says. In anticipation of such
advances, Astronics Test Systems is offering its new CTS6000 Series Communications Test Set, which operates
from 1 MHz to 6000 MHz and can test any signal type in
this range, a range that most of the legacy communications test equipment does not reach.
Option. Photo courtesy of Cobham.
AVONICSTODAY.COM
UPGRADE CENTRAL
ers verify compliance and allow them to get more aircraft

in and out of their hangars more quickly.
The military market is also coming up against the ADS-B
Out mandate as the U.S. Air Force works toward compliance with the FAA Advisory Circular 20-165B (AC 20-165B)
that requires ADS-B Out equipage for military aircraft by
Jan. 1, 2020. Moreover, the new requirements set forth
in NextGen and SESAR are driving advances in aircraft
communications, such as the L-band Digital Aeronautical
Communication System (LDACS) and Aeronautical Mobile
Airport Communications System (AeroMACS), according
to Astronics Matthew Hunter, vice president of new product development and advanced technologies. LDACS is
The Needs of New Aircraft

Barrette of Delta TechOps says the company is preparing for the influx of new aircraft models, namely the Airbus A350 and Bombardiers long-awaited C Series aircraft, the CS100. Delta recently announced an order for
75 CS100s with options for an additional 50 aircraft. While
CS100 deliveries to Delta are not scheduled to begin until
in spring 2018, Barrette says the company has already
begun identifying what new equipment the maintenance
technicians will need to service the aircraft. On the CS100
we have identified that the aircraft is equipped with the
new pitot-static smart probes that have [Angle of Attack]
AOA encompassed into them. With that, you now need
to have a three or four port air data tester in order to test
that system. That is basically only for heavy

checks, though. Anytime you have an issue
with an aircraft on the line, you wont have to
use the new air data testers, says Barrette.
Delta TechOps has not yet decided who to
purchase the equipment from and has only
identified a few vendors that manufacture
the new test systems: DAC International,
Laversab and GE.
DAC International identified the emerging
requirements surrounding the increasing use
of pneumatic style AOA sensors in smart
probes in place of the traditional vane-style
device. To fill this void, the company set out to
develop a new Reduced Vertical Separation
Minima (RVSM)-compliant MPS49 Air Data
Test Set, which is applicable for all types of
civil and extended range, fixed or rotary wing
aircraft. In fact, DAC International Vice President and General Manager Cisco Hernandez
tells Avionics Magazine that the company
is currently seeing its largest demand for air
data equipment that can handle the testing
of AOA functionality.
The company distributes the test set in the
United States though DMA-Aero. DMA President Robert Knowles echoed the uptick in
demand for these test sets as smart probes
begin to make an appearance on new air-
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Juliet Van Wagenen

is the assistant editor
craft. One interesting development over

the past few years has been the increased
use of smart probes, which introduced the
capabilities of measuring Angle of Attack
in addition to Ps and Pt, says Knowles,
noting that in addition to Bombardiers
CS100, newer aircraft types from manufacturers such as Embraer, Gulfstream
and Dassault are also beginning to incorporate this capability. Test sets cope with
this with a third channel and of course the
hose connections to the airplane become
more complex.
The companys MPS49 Air Data Test Set
handles this issue by providing a multiport
isolation system built into the system with
independent control for up to 12 connections. The instrument also has three independent channels for altitude, airspeed
and AOA and has a recommended calibration cycle of up to 18 months, which aims
to reduce maintenance costs. A valuable
feature of the test sets is the ability to conduct leak testing for each probe and the
multiport isolator is a huge time saver for
this, Knowles adds.
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