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The North American continent comprises a mix of countries ranging from continental size nations like the United States to island nations such as Jamaica. No surprise that the military air arms operated by these nations are similarly varied in size and composition. Types of aircraft in service range from the US Air Force Northrop Grumman B-2 Spirit stealth bomber to the diminutive Maule MXT-7-180 in service with the Honduran Air Force.

AIRFORCES OF THE WORLD NORTH AMERICA

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AIRFORCES OF THE WORLD: NORTH AMERICA

This much anticipated edition includes CARIBBEAN ISLAND FORCES coverage of many aircraft and CANADA’S ROYAL AIR POWER helicopters, some of the latest war MEXICO’S MARITIME PATROLS CUBAN M MiGS STILL IN THE GAME machines in operation and some of vintage stock. Whatever your interest in aviation, this latest edition of AirForces of the World provides detailed insight into a wide range of aircraft types in service CT-155 HAWK EC725 DA42 with the air arms of the North TECHNICAL INSIGHTS • AIR POWER ANALYSIS • FORCE STRENGTHS American continent. FROM THE MAKERS OF

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ore of my friends and colleagues have contracted COVID19 now than at any point in the last two years. Fortunately, vaccinations and a weaker variant mean

that, for most of them, it has been scarcely more troubling than a bad summer cold. However, it is a timely reminder that the coronavirus is still with us. But AIR International is about the positives in life and even the pandemic has silver linings. One of the more colourful of these is the Zenith success story – turn to page 24 to read about

how pandemic downtime has prompted a spike in the popularity of kitplanes. Elsewhere in the issue, we look at everything from BAE’s latest HUD (page 86) to how aircraft interiors stakeholders are hitting eco challenges head on (page 36). Seven months into the Ukraine War, NATO continues to support its eastern ally while bolstering its own armed forces. Just look at Germany – having made minimal investment in the military over the past 25 years, the new Schultz government is playing catch up. A visit to the ILA Berlin Airshow in late June (page 22) showed German citizens how their taxes were being spent. A US Navy P-8A Poseidon, Italian Air Force F-35A Lightning and a US Army CH-47F Chinook represented three aircraft types that should be in service by 2030, while there is also speculation that an order for the Boeing AH-64E Apache could follow soon. ILA was once all about ‘Buy European’, but looking for fast procurement, Germany has turned to the United States, just like everyone else! As ever, I hope you enjoy the issue. The Misys DIRCM system has been designed to protect aircraft from IR-guided missiles Leonardo

AIR International August dives into everything from the Egyptian fighter market to connectivity’s role in today’s bizjets

AIRFORCES Monthly August reports on a short mission to Mali and looks at the work of the NATO Alliance Ground Surveillance Force

AIRLINER World August looks into the recent success of South Africa’s Airlink and hears from Vistara CEO Vinod Kannan

Tara Craig, Editor, AIR International

August 2022 AIR International 3

18 24

THIS MONTH 32 IRELAND’S AMBITIONS COVER STORY The Irish Air Corps is marking its centenary year with a string of major developments, writes Josef Campion

80 PROTECT YOURSELF

50 CONNECTIVITY IS KEY Connectivity is changing how business aviation works for a range of stakeholders, as Paul E Eden discovered

Military aircraft face increasing danger as the proliferation of anti-air systems gathers pace. Tim Fish examines the countermeasures

86 GREAT EXPECTATIONS

56 FINDING THE FULCRUM Russia’s MiG-35 is viewed as an increasingly hard to sell combat jet. Alexander Mladenov looks into the reasons why

BAE Systems has unveiled a new lightweight, compact head-up display for commercial and military aircraft. Mark Broadbent reports

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COMMERCIAL NEWS Lufthansa rethinks its A380 decision, NASA investigates composites in aircraft production, and Aireon shares its flight data stream with Boeing

FACE TO FACE Spaceport Cornwall CEO Melissa Thorpe talks to AIR International about the facility’s work and ambitious long-term plans

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BUSINESS AS USUAL G800 begins flight tests, Japan receives the first special missions Longitude, and Textron Aviation begins deliveries of its Citation XLS Gen2

NUTS & BOLTS Softbank Corporation uses a tethered balloon as a communications base station in a recent field trial at the Hokkaido Spaceport in Japan

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MILITARY NEWS Norway terminates NH90 helicopter contract, Boeing Canada teams up with Canadian industry to offer P-8 Poseidon, and Germany signs up for the CH-47F

LAUNCH PAD ETH Zurich develops a robot to hop between asteroids, while Spirit AeroSystems and Sierra Space create Shooting Star space cargo vehicles

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ROUTE TO RENOVATION

74

Iran’s military aviation sector has struggled to maintain and upgrade its fleet of ageing fighters, finds Babak Taghvaee

FLY IN THE OINTMENT? What impact will recently announced changes to pilot training requirements have on the rise of the eVTOL? Tom Batchelor investigates

SAVE BY SUBSCRIBING! A subscription to AIR International offers great savings on the cover price See pages 30 and 31 for details

August 2022 AIR International 5

Big bird

TOP5 COMMERCIALWEBSTORIES 1 LOOKING BACK AT BA’S ‘WORLD IMAGES’ REBRANDING 2 BOEING 747 RETURNS TO UK REGISTER 3 TORONTO SWITCHES TO TIME-BASED APPROACH 4 EXCLUSIVE NORSE FIRST-FLIGHT REVIEW: OSLO TO JFK 5 MAIDEN AFRICAN DESTINATION FOR AIRBALTIC UNVEILED WWW.KEY.AERO

LUFTHANSA IS planning to reactivate some of its remaining eight A380s for its summer 2023 schedule, starting next March. The German airline said it is “currently assessing how many A380s will be reactivated and which destinations the Airbus will fly to”. Announcing the reactivation, the executive board members of Deutsche Lufthansa said “we expect to have a much more reliable air transport system worldwide” in 2023 as postCOVID-19 recovery continues. The Airbus A380 is the world’s largest passenger aircraft: at 239ft long and 79ft high, it can seat 509 passengers at Lufthansa. The airline once had 14 A380s. All entered long-term storage at various French and Spanish airports when the pandemic hit. The carrier said in 2021 it would permanently withdraw the type and it sold six examples. However, Lufthansa has had a rethink. A statement cited a “steep rise” in customer demand and the prolonged development and certification of the Boeing 777-9 – the A380’s future successor as the highest-capacity

Lufthansa airliner – meaning the type will not be introduced until 2025, two years later than scheduled. Separately, Korean Air reintroduced A380s on its daily Seoul/Incheon-New York/JFK service from early July 2022. Korean plans to resume using three of its ten examples on some Hong Kong and Tokyo/Narita frequencies from September. Lufthansa and Korean’s decisions follow earlier moves by British Airways and Qantas to resume A380 flights and Emirates to restart flying more of its examples. Despite rising fuel prices leading to higher operational costs for quad-jets, resurgent air travel demand has made a case for more capacity on certain routes. Association of Asia Pacific Airlines director general Subhas Menon was recently quoted by Reuters as saying: “If you want to ramp up capacity, you need to bring back the big bird. [Airlines] will need that or otherwise they will not be able to meet the expectations of the consumer.”

is back

COMMERCIAL NEWS BY MARK BROADBENT

Aireon ADS-B for Boeing

Aireon’s space-based ADS-B Aireon

Lufthansa will fly A380s again in 2023 Lufthansa

Speedy production HiCAM aims for faster composites production Boeing

NASA LANGLEY Research Center in Virginia is studying how to accelerate aircraft production via the Hi-Rate Composite Aircraft Manufacturing Project (HiCAM). Rick Young, HiCAM project manager, said: “We need to create construction systems that produce aircraft quickly and at a competitive cost.” Predominantly metallic single-aisle airliners are currently turned out at a rate of about 60 aircraft

per month but those with extensive composite usage (including the Boeing 787 and Airbus A220) are produced at a rate of no more than 14 per month, Young noted. HiCAM is investigating how to accelerate composite output to sustain an 80-aircraft-per-month production rate: “We’re taking methods that have already been proven and figuring out how to do it faster.” The project is examining the fastest-curing materials, those that do not need an autoclave, and whether additional composites could be adopted to reduce cure times. HiCAM is also researching new thermoplastics and resins, production methods (including ‘stitching’ composite parts together before they are cured) and automated inspections. Young added: “HiCAM’s goal is to prove that the [80 per month] construction rate can be achieved for composites by 2026, then transfer the technology to the aviation industry.”

AIREON, THE space-based automatic dependent surveillance-broadcast (ADS-B) services provider, is to supply its flight data stream to Boeing. An Aireon statement said Boeing will use the stream to “expand its advanced data analytics capabilities in its effort to further strengthen commercial air travel safety”. Aireon will provide historical aircraft data and near real-time aircraft event data via its AireonINSIGHTS product for “select Boeing airplane programmes”, without elaborating on the types involved. Boeing will integrate the ADS-B data into its safety analytics tools that form part of its enterprise Safety Management System. Aireon said: “Through the use of data science and data analytics, the information will deliver insights to proactively identify hazards and monitor emerging safety trends.” Aireon’s global space-based air traffic surveillance system for ADS-B-equipped aircraft covers oceanic, polar, and remote regions, augmenting existing ground-based systems. The company works with NAV CANADA, the Irish Aviation Authority, ENAV, NATS UK, NAVIAIR and Iridium Communications.

AIRBUS IS now test-flying the A321XLR, the 4,700nmrange A321neo variant. More than 500 examples have been sold to more than 20 customers since its 2019 launch, the aircraft filling a need for a fuel-efficient Boeing 757 replacement. Four A321XLRs will be involved in testing, with service entry due in 2024.

SPIRIT AEROSYSTEMS is now manufacturing Airbus A220 parts at its factory near Casablanca, Morocco. Parts for the aft and forward fuselage sections and keel beams are manufactured in North Africa before they are shipped to Spirit’s Belfast plant for assembly, and then onwards to Mirabel for final assembly.

RUSSIA PLANS to produce more than 80% of its commercial aircraft fleet domestically by the 2030s, as part of a 770 million roubles ($14.5bn) investment in aerospace. Production of the Irkut MC-21, which had Western input, will be brought entirely into Russia and it will begin building Soviet-era Tu-214s.

August 2022 AIR International 7

G800 begins flight tests

Gulfstream Aerospace performed the maiden flight of the G800 long-range business jet on June 28 from the company’s headquarters and production facility at Savannah/Hilton Head International Airport in Georgia. The two-hour flight (GLF91) was undertaken by the first G800 (N800G, c/n 88001), which lifted-off at 0900hrs. During the sortie the aircraft used a blend of sustainable aviation fuel and traditional Jet-A. Gulfstream recorded a maximum speed of 565mph during the flight in which the jet ascended to an altitude of 41,575ft. Further sorties are scheduled during the coming weeks to expand the flight envelope. The G800, model designation GVIII-G800, will become Gulfstream’s new flagship product, described by the company as “the world’s longest-range business aircraft.” It has a design range of 14,816km at Mach 0.85 or 12,964km while cruising at Mach 0.90. By comparison, the recently launched Bombardier Global 8000 will also be able to fly the same distance at Mach 0.85, and has

a similar high-cruise speed, increasing to Mach 0.92 in what the Canadian company describes as ‘ultra-high’ cruise. However, the Global 8000 is not expected to enter service until 2025, while FAA type certification and initial customer deliveries for the G800 are planned for the third quarter of 2023. Up to 19 passengers can be accommodated in the G800’s cabin within four living areas, or three if the option of a crew rest compartment is selected. Cockpit avionics comprise the Symmetry Flight Deck that is also fitted in the G700 (GVIII-G700), the G500/600 family and the yet-to-fly G400, easing pilot training and fleet interoperability. Symmetry includes dual headup displays and the Combined Vision System, which introduces enhanced flight and synthetic vision imagery, plus active control sticks for the fly-by-wire system. Power comes from a pair of Rolls-Royce Pearl 700 turbofans, rated at 18,250lb st each. The G800 has a projected price starting at $71.5m, some $6.5m below its Bombardier rival.

Special missions debut in Japan

The first Cessna 700 Citation Longitude outfitted for the airways checking role was delivered at the end of June Textron Aviation

Citation XLS Gen2 deliveries take off

Textron Aviation has commenced deliveries of the Cessna 560XL Citation XLS Gen2 on both sides of the Atlantic. The first European customer for the aircraft is Porsche Air Service of Salzburg Airport-W A Mozart in Austria, to which OE-GTR (c/n 560-6324, ex N5261R) was delivered in June. Porsche already has two Citation XLS+s (OE-GTE and -GTS) in service to support its charter operations, and the latest delivery becomes the 22nd Citation used by the company over five decades. The handover took place after the European Union Aviation Safety Agency updated the type certificate for the aircraft on May 23. The first American Gen2 aircraft was handed over to Continental Resources of Montana, which received N301LG (c/n 560-6322, ex N5136J) in the first week of May. Type approval for the revised model was given by the Federal Aviation Administration on April 27. Most of the changes added to the Gen2 are internal. New pedestal seats in the cabin are trackable and can swivel through 180° degrees, permitting reconfiguration of the six seats in the centre cabin, with a two place fold-down split-bench seat in the front of the aircraft.

A single fold-down seat can be installed in the rear compartment next to the sink and vanity unit. Each seat is fitted with wireless charging and USB-A ports, while the cabin management system can be controlled by means of a mobile app. A curtain has been added across the entry door for protection from inclement weather on the ground and to give improved cabin acoustics in flight. The maximum zero fuel weight of the Gen2 has been increased by 260lb, while ramp and maximum take-off weights have gone up by 130lb. According to Lannie O’Bannion, senior vice president of sales and flight operations at Textron Aviation: “This fresh approach to our popular 560XL series includes comfort and productivity upgrades requested by our customers, yet retains the model’s combination of performance and efficiencies that offers midsize jet features at a smaller jet operating cost.” Textron’s updated Gen2 was announced on October 11, 2021, on the eve of the National Business Aviation Association Business Aviation Convention and Exhibition in Las Vegas, Nevada.

BUSINESS AS USUAL BY DAVE WILLIS

Sweet dreams from Dassault The prototype Gulfstream G800 completed its maiden flight on June 28 Gulfstream Aerospace

The Japan Civil Aviation Bureau (JCAB) has taken delivery of a Cessna 700 Citation Longitude supermidsize business jet equipped with flight inspection calibration equipment. Textron Aviation announced the delivery on June 30, although the aircraft (JA701G) had been inducted the previous day into the JCAB fleet based at Chubu Centrair International Airport, Tokoname City in Aichi Prefecture. The Longitude is significant as it is the first of its kind configured for a special missions role. It is equipped with a Norwegian Special System UNIFIS 3000-G2 to verify ground-based navigation aids, including instrument landing, ground-based augmentation, very high frequency omni-directional range and tactical air navigation systems. JCAB is the national civil aviation authority of Japan, part of the Ministry of Land, Infrastructure, Transport and Tourism. Details of the order were first revealed in November 2019, when it was expected that the aircraft would be handed over to the JCAB in 2021 for the outfitting of its mission systems.

The new aircraft will replace Bombardier DHC-8300 (Q300) JA007G, which has been used by the JCAB in the calibration role since 2007. The bureau also currently operates five Cessna 525C Citation CJ4s in the flight inspection role. At least one further Longitude has been ordered to perform the same mission. In May, Textron announced that Turkish Aerospace Industries had signed up for a Longitude, plus two Cessna 680A Citation Latitudes, on behalf of the General Directorate of State Airports Authority (DHMI) of the Republic of Türkiye. All three aircraft will be configured and equipped for the calibration role by Aerodata, which has its headquarters in Braunschweig, Germany. Aerodata revealed it had been selected as a supplier for the project at the end of February and will seek a supplemental type certificate from the European Union Aviation Safety Agency for the modifications required by the aircraft. The Citations will be operated by DHMI and are expected to replace a pair of Cessna 560XL Citation XLSs in service since 2009.

Dassault Aviation recently announced the Dassault Privacy Suite as an option for the Falcon 6X and 10X business aircraft currently under development. The suite was conceived to offer more personal space, greater peace and quiet, and a more comfortable and restful sleep on long flights. The need for the suite has become more apparent as the flight endurance of the latest generation of long-range business jets has increased. The Dassault Privacy Suite has been under development by the company’s in-house Falcon Design Studio and Aviation Engineering Department for two years. Although large airliner-based VIP transports can have areas of the cabin configured with beds and lie-flat seats have appeared in smaller business aircraft, according to Dassault this is the first time the concept of individual compartments partitioned off from surrounding passengers and equipped with an electrically operated reclining lie-flat bed has been adopted for purpose-designed long-range jets. It provides personal space for one or two people during the day and a single bed at night. In the Falcon 6X the seat will be 24in wide, but 2in narrower in the 8X. It reclines electronically to create an 80in flat bed, which is separated from the cabin aisle by an adjustable mid-height partition. When not fully reclined, the extra seat serves as an ottoman for a second occupant. Entertainment is provided via an overhead 24in display screen connected to the Dassault Innovative Cabin System. There is a stowage drawer below and an adjacent side locker in which garments can be hung. Side ledge storage incorporates USB charging ports, while the suite is provided with its own ambient lighting and reading light. “The Privacy Suite is a brand new high-end option that will be available only on Falcon business jets,” said Dassault Aviation’s executive vice president for civil aircraft, Carlos Brana. “It responds to customer demand for a personal space to work, relax and get a proper rest during long-duration trips.”

Deliveries of the Cessna 560XL Citation XLS Gen2 have started in the US and Europe Textron Aviation

August 2022 AIR International 9

Norway terminates NH90 contract TOP5 MILITARYWEBSTORIES 1 FIVE KILLED IN USMC MV-22B CRASH 2 HIGH COSTS FORCE BELGIAN F-16 HELMET SWAP 3 NETHERLANDS SELECTS C-390M TO REPLACE HERCULES 4 GERMANY LISTS UKRAINE WEAPONS CONTRIBUTION 5 TURKEY’S FIRST HÜRJET FORWARD FUSELAGE ENTERS FINAL ASSEMBLY WWW.KEY.AERO

NORWAY’S MINISTRY of Defence (MoD) has decided to abandon introduction of the NH90 into Royal Norwegian Air Force (RNoAF) service, and has authorised the Norwegian Defence Material Agency to terminate the contract. On June 10, during a public announcement regarding the decision to terminate the NH90 contract, Norwegian Minister of Defence Bjørn Arild Gram said: “Regrettably, we have reached the conclusion that no matter how many hours our technicians work, and how many parts we order, it will never make the NH90 capable of meeting the requirements of the Norwegian Armed Forces.” The Norwegian Defence Materiel Agency has subsequently informed the manufacturer of the NH90, NATO Helicopter Industries (NHI), that it has terminated the contract in its entirety and that it will be seeking full restitution of all funds and assets received by both parties. The Agency will now begin preparations to return the helicopters along with any spares and equipment received. It will also request a refund from NHI, which will include the

approximately NOK5bn it has paid under the contract, in addition to interest and other associated expenses. Gro Jære, director general of the Norwegian Defence Materiel Agency, said: “We have made repeated attempts at resolving the problems related to the NH90, in co-operation with NHI, but more than 20 years after the contract was signed, we still don’t have helicopters capable of performing the missions for which they were bought, and without NHI being able to present us with any realistic solutions.” Norway’s acquisition of the NH90 began in 2001, with 14 helicopters ordered for coast guard and anti-submarine warfare (ASW) duties, originally slated for delivery by the end of 2008. As of today, only eight have been delivered in a fully operational configuration. The fleet is required to provide 3.900 flight hours annually but, in recent years, it has averaged only around 700 hours. Due to the contract termination, RNoAF flight operations with the NH90 will be discontinued.

MILITARY NEWS BY RICHARD THOMAS

Germany to buy 60 CH-47F helicopters

A CH-47F Block II Chinook in German markings Boeing

All of Norway's NH90s are now to be returned to the manufacturer RNoAF

GERMANY HAS selected the Boeing CH-47F Chinook Block II to replace its current fleet of CH-53G Sea Stallions, which have been in service for almost 50 years. The German Department of Defence made the decision to purchase 60 CH-47Fs on June 1 and anticipates that all 60 will be procured by 2030, with deliveries expected to begin in 2023 and be completed in 2029. Defence Minister Christine Lambrecht said: “We carefully weighed up the advantages and disadvantages as well as the risks – and then unanimously voted in favour of this model. The Chinook is modern and tried and tested. With this model, we are strengthening our ability to co-operate in Europe. In addition, we are getting a larger fleet here and gaining flexibility.” Lambrecht had previously informed the Bundestag about the decision in her earlier speech on the 2022 defence budget.

Canada target for Poseidon The P-8 would offer interoperability with allies Boeing

US-BASED defence giant Boeing and several Canadian industry partners have stated their intent to collaborate to provide the P-8A Poseidon platform for the Canadian MultiMission Aircraft (CMMA) requirement. The announcement was made at the start of June. Boeing said Team Poseidon, consisting of CAE, GE Aviation Canada, IMP Aerospace & Defence, KF Aerospace, Honeywell Aerospace Canada and Raytheon

Canada, formed the cornerstone of a Canadian P-8 industrial footprint. Nearly 150 Boeing P-8 Poseidon maritime patrol aircraft have been delivered to five countries (to date), with a Canadian selection ensuring interoperability with NORAD and NATO allies, according to Boeing. Capable of undertaking anti-submarine warfare; anti-surface warfare; intelligence, surveillance and reconnaissance; and search-and-rescue operations, the P-8 is also able to operate on a 50% blend of sustainable aviation fuel, with aspirations to move toward 100% in the years ahead. Current Boeing P-8 customers include the US Navy, Indian Navy, Royal Australian Air Force, Royal Norwegian Air Force, Royal New Zealand Air Force, Republic of Korea Navy, German Navy and the UK’s Royal Air Force. Built on the 737 next-generation airframe, the P-8 platform has 86% commonality with more than 4,000 in-service 737NG, which will reduce life-cycle sustainment costs, due to large economies of scale.

Delivery of US Air Force C-130J-30 Super Hercules to McLaughlin Air National Guard Base on May 26 marked the arrival of the eighth and final C-130J-30 for the West Virginia Air National Guard/130th Airlift Wing’s 130th Airlift Squadron. Its arrival sees the completion of replacement of the unit’s eight older model C-130H3s. The Canadian government awarded Bell Textron Canada a contract valued at nearly CA$800m to modernise the Royal Canadian Air Force’s 85-strong fleet of CH-146 Griffon utility helicopters – a move that aims to extend the type’s service life until the mid 2030s. The contract is part of the Griffon Limited Life Extension programme. Lithuania raised €5m ($5.4m) through a crowdfunding campaign among its citizens to help Ukraine buy additional Baykar Bayraktar TB2 uncrewed aerial vehicles for use against invading Russian forces. The campaign was launched by the Lithuanian internet broadcaster Laisves TV on May 25.

August 2022 AIR International 11

MELISSA THORPE As the CEO of Spaceport Cornwall, Melissa Thorpe talks to Mark Broadbent about the facility’s work and ambitious long-term plans

S

paceport Cornwall is the work of a consortium consisting of Virgin Orbit, Goonhilly Earth Station and Cornwall Council, whose aim is to make it a leading centre for the UK’s space industry. Virgin Orbit will undertake the first orbital launch from UK soil in 2022. The company’s Boeing 747-400 carrier aircraft, Cosmic Girl, will operate from Spaceport Cornwall to release its LauncherOne rocket. Spaceport Cornwall could also be a landing site for Sierra Space’s Dream Chaser spaceplane, thanks to a memorandum of understanding (MoU) signed with parent company Sierra Nevada Corporation last year.

Q

What will be the first payload launched from the facility in Newquay, and what will it do? The first launch from Spaceport Cornwall will be a multi-payload launch. On board will be Oman’s first satellite, built by Polish-based Satellite Revolution, which is focused on earth observation; Wales’ first satellite, designed and manufactured

12 August 2022 AIR International

FACE TO FACE BY MARK BROADBENT

“The technology on board is an incredible example of the use of satellite data and the benefits it brings for life on earth”

August 2022 AIR International 13

CLOCKWISE FROM RIGHT: LauncherOne “combines proven technology with state-of-the-art manufacturing techniques to propel human curiosity to new heights”, says Virgin Orbit All photos Spaceport Cornwall, unless specified Spaceport Cornwall is based at Cornwall Airport Newquay, an active civilian airport with passenger flights around the UK and Europe “Sierra Space envisions launching and landing a fleet of Dream Chasers around the world. Spaceport Cornwall is an excellent partnership to assist in our endeavour to make space travel globally accessible,” said Fatih Ozmen, CEO and owner of SNC Sierra Space Following 14 years on Virgin Atlantic’s London to New York route, Cosmic Girl has been converted into Virgin Orbit’s airborne launch platform

by Cardiff-based Space Forge to test its satellite return technology; Amber-1, a marine and maritime monitoring satellite that is a collaboration between Satellite Applications Catapult and Horizon Technologies; and Prometheus-2, a UK Ministry of Defence payload. The array of technology on board is an incredible example of the use of satellite data and the benefits it brings for life on earth.

Q

What work has been done at the spaceport to prepare for the launch? We are currently in the final stages of building our satellite integration facility, where payloads will be integrated into Virgin Orbit’s LauncherOne rocket. This building is the first part of what will become our Centre for Space Technologies. As we are integrating into a civilian airport, and Virgin Orbit’s mobile launch system uses Cosmic Girl to deploy satellites into low Earth orbit, there wasn’t a huge amount of infrastructure needed to

14 August 2022 AIR International

get the airport ready. That’s the beauty of this site and Virgin Orbit’s agile system.

Q What facilities and capabilities make Spaceport Cornwall stand out in the increasingly competitive commercial space arena? Once complete, the Centre for Space Technologies will be a world-class research facility bringing together academia and industry. We are on a mission to become the world’s most responsible launch site, targeting net zero by 2030, and this will be home to the R&D that will help make this happen – not only monitoring the impact of the launch, but conducting vital research and environmental monitoring to help inform decisions around climate change policies, etc.

Q Could we see Dream Chasers at Spaceport Cornwall? The MoU will see Sierra Space use Cornwall as a potential landing site. This

is hugely exciting for us as the Dream Chaser will enable vital research in space by offering the ability to quickly launch and return to the ISS and future space stations. We are in the first phase of our exploration for landing, but our spaceport was designed to be a multi-user site, with launch operators like Sierra Space in mind – so we are confident that we will be able to make this happen in the near future.

Q What local partnerships is Spaceport Cornwall developing, and how? Cornwall Council recently announced an MoU with the University of Exeter specifically focused on R&D for Spaceport Cornwall. We have worked with the university for a while, to assess our impact and collect the data to inform our impact report. This relationship will allow us to push that research forward even further. We are working closely with Truro and Penwith College, which recently opened the Centre for Space and Satellite

FACE TO FACE BY MARK BROADBENT

Technology Training, a first-of-its kind facility to provide industry focused higher education courses. Through our outreach programme we have worked with every school in Cornwall and will continue to do so up to and beyond the first launch.

Q What impacts on Cornwall is the spaceport having, and what are you expecting in the future? Economically, Spaceport Cornwall will create 150 direct jobs by 2025, more than 80 of which are expected to be filled by local residents. The holders of these new roles will be 2.6 times more productive than the national average. This will add £200m Gross Value Added to the economy and will act as a catalyst for wider growth in associated sectors that use space-derived data and applications. An additional 240 jobs will be created in supply chain and ancillary activities. We are working hard to support our local community to make space an inclusive

place for all. We are extremely passionate about STEAM [science, technology, engineering, arts, maths] and are currently developing a cultural programme to ensure Cornwall’s distinct heritage is included in the next pioneering chapter of the county. We support local groups and organisations through outreach.

Q

What are the short- and long-term ambitions for Spaceport Cornwall? Following our first launch, we will prove the revenue generating capabilities of Spaceport Cornwall with our partner Virgin Orbit. We plan to conduct worldleading R&D through our Centre for Space Technologies, to showcase the benefits of increased Earth observation through projects like Kernow Sat-1, and we will continue to grow Cornwall’s Space Cluster, attracting innovative businesses to the region, bringing jobs and boosting the economy. We will make satellite launch more transparent than ever before.

“We are working hard to support our local community to make space an inclusive place for all”

August 2022 AIR International 15

NUTS & BOLTS BY MARK BROADBENT

AEROSTAT BASE STATION SOFTBANK CORPORATION has successfully used a tethered balloon as a communications base station. The Japanese conglomerate’s station technology provided “stable and wide-area network coverage” when mounted on an autonomous tethered balloon (aerostat) during a recent field trial at Hokkaido Spaceport in the far north of the country. Recent years have seen greater interest from aerospace players in unmanned, solar-powered aircraft flying high in the stratosphere as highaltitude platform stations (HAPS), providing persistent data connectivity to the ground. The Airbus Zephyr and BAE Systems PHASA-35 are the best-known examples – the Zephyr setting a world endurance record in 2021 by remaining airborne for 26 days. However, as a SoftBank statement noted: “One challenge is that the communication area, or footprint, projected to the ground cannot be fixed, because cells rotate as the aircraft turns, which in turn causes frequent handovers and affects reception strength levels, thereby impacting telecommunications quality.” SoftBank and its subsidiary HAPSMobile have developed a cylindrical multi-element phased array antenna designed to ‘fix’ a communications area, so an airborne platform provides stable connectivity, regardless of airborne motion. The Hokkaido trial combined SoftBank’s footprint fixation technology and US-based Altaeros’ ST-Flex high-altitude autonomous aerostat tethered at 249m (about 817ft). SoftBank stated: “Under good line-of-sight, widearea network coverage of a few tens of kilometres and stable connectivity enabled by footprint fixation technology was successfully verified.” The company said: “Even when the altitude, pitch and yaw of the aerostat equipped with the base station changed due to changes in wind speed and direction, there were no handovers for mobile devices and signal reception levels were unchanged. Stable connectivity was thus verified.” SoftBank added that, based on the results of the field trial, it will study “ways of utilising its acquired know-how and data for application to its telecommunication network disaster preparedness and the construction of HAPS-based telecommunication platforms.”

The fixation trial took place in Hokkaido, Japan SoftBank Corporation

August 2022 AIR International 17

SHOOTING STAR SIERRA SPACE and Spirit AeroSystems have formed a partnership to develop and produce a family of affordable space cargo and service vehicles called Shooting Star modules to serve the International Space Station. The partners also work on new technologies for Sierra’s Dream Chaser. Sierra Space

FORUM FOR AIRBUS AIRBUS SPACE will assemble the European Space Agency’s (ESA) FORUM (Far-infrared Outgoing Radiation Understanding and Monitoring) satellite for launch in 2027. ESA said the satellite “will yield unique insight” into Earth radiation. OHB will build it. Airbus

LAUNCH PAD BY MARK BROADBENT

LATE-SUMMER LAUNCH FOR ARTEMIS 1? NASA’S ARTEMIS 1 could launch in late August or early September 2022, after the agency completed a delayed three-day ‘wet dress rehearsal’ of the Space Launch System (SLS) rocket and Orion capsule. The SLS was fully fuelled with 755,000 gallons of supercooled liquid hydrogen and liquid oxygen at the Kennedy Space Center’s Complex 39B in June 2022, for a practice countdown to T-29 seconds. NASA originally rolled the SLS/Orion stack the 4.2 miles from the Vehicle Assembly Building (VAB) to 39B using the Apollo-era crawler transporter in March 2022, but various problems hit three previous countdown practices. The stack returned to the VAB for rectification before rolling back to 39B in early June. There were some glitches during the wet dress rehearsal, including a hydrogen leak in a fitting at the bottom of the rocket’s core stage, but NASA said most command functions for launch were verified. After further inspections, flight battery installation and software loading in the VAB, the SLS/Orion stack could return to 39B in late summer for the launch. Earth’s rotation and the moon’s position relative to our planet dictate launch dates. Tom Whitmeyer, NASA’s deputy associate administrator for exploration systems development, told a media briefing an August 23 to September 6, 2022, launch window is “still on the table”. A subsequent launch window spans September 19 to October 4, 2022, with three further twoweek windows before the end of 2022. Artemis 1 is an uncrewed mission, but the subsequent Artemis 2 will send astronauts around the moon in 2024 before Artemis 3 lands astronauts there in 2025.

LEFT: The Artemis 1 Moon rocket rolls out of the Vehicle Assembly Building in June 2022 before its 4.2-mile journey to Launch Complex 39B Ben Smegelsky/NASA

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AMBITIOUS LISA WAVES LISA – THE Laser Interferometer Space Antenna – is to be developed by Airbus for one of the European Space Agency’s (ESA) most ambitious science missions. Three spacecraft will form an equilateral triangle in space, 2.5 million kilometres apart, to measure gravitational waves from billions of light years away. Airbus

LAUNCH PAD BY MARK BROADBENT

ROBOT IS ASTEROID HOPPING

NASA’S CAPSTONE IN LUNAR LAUNCH CAPSTONE (CISLUNAR Autonomous Positioning System Technology Operations and Navigation Experiment) launches aboard Rocket Lab’s Electron rocket from Mahia Peninsula, New Zealand, on June 28, 2022. This CubeSat will support Gateway, a lunar space station planned and built by NASA and partners, which will support the Artemis programme. Rocket Lab

RESEARCHERS AT the Swiss Federal Institute of Technology (ETH) in Zürich have built a robot designed to take off from and land on asteroids. An ETH Zurich statement said: “Asteroids are the building blocks of our solar system. They are abundant and will be a key resource for human presence in space. They may harbour the answers to some of our fundamental questions, from the formation of the solar system to our own existence. “Humanity’s future in space could depend on the extraction of their resources for resupply and survival. However, their challenging environment calls for new, unique solutions.” The SpaceHopper is a prototype three-legged vehicle developed to prove the concept of a lightweight system able to ‘hop’ between asteroids. It is made from partially 3D-printed and additively manufactured carbon fibre-reinforced parts. In additive manufacturing, objects are produced directly using 3D computer data, enabling rapid and cost-effective production of highly customised components. ETH Zürich mechanical designer Emma Steinke said: “One of the challenges was to make the legs as thin walled as possible to minimise the overall weight of the robot. Nevertheless, they have to withstand the forces of the bouncing impact.” Dominik Scheurer, CEO of the engineering company Scheurer Swiss – which provided engineering know-how and 3D-printed the carbon reinforced robot components – said: “Carbon reinforced 3D printing is ideally suited for the robotic components. Virtually any shape can be produced. Hollow bodies, such as the robot’s legs, can be provided with support structures to stabilise them without weighing them down unnecessarily.” Its jumping mechanism and lightweight materials enable SpaceHopper to make leaps in low-gravity conditions while carrying scientific gear and moving in tight spaces.

TOP LEFT: Scheurer Swiss has supported ETH Zürich in developing a carbon reinforced hopping robot to explore asteroids ETH Zürich

August 2022 AIR International 21

AVIATION IN IMAGES BY THE AI TEAM

BUSY IN BERLIN MORE THAN 550 exhibitors and 72,000 visitors flocked to the 2022 ILA Berlin Air Show on June 22-26. Some 260 speakers discussed the latest aerospace topics on five stages. Key issues included climate-neutral flight, military security and the space flight’s benefits for humanity. Volker Thum, chief executive of the BDLI, the voice of the German aerospace industry, said: “The keen interest shown by visitors and exhibitors, the significant presence of German policymakers and the partnership with the European Commission sent a clear message: aviation, space flight and defence have become mainstream topics in society. They are a decisive and integral part of our everyday lives. ‘With that comes a special responsibility for us. From the perspective of long-term sustainability, the focus is on how to hand over today’s world to a future generation. ILA22 highlighted the big progress we have already made, with R&D on climate-neutral aviation, communications and climate observation from space, and with technologies for our security and defending our values. But we also saw that we still have a long way to go.”

IMAGES CLOCKWISE FROM TOP LEFT The air show – Europe’s first since before the coronavirus pandemic – attracted a wide range of visitors, from the young to the young at heart All images: Berlin Messe On static display at the show is one of NATO’s E-3A Component’s E-3A aircraft. The 14 modified Boeing 707s are easily identifiable by the distinctive radar dome mounted on their fuselages Visitors to the main Airbus stand could experience “how the company pioneers sustainable aerospace for a safe and united world,” the French firm said Volocopter’s VoloCity was on static display at Berlin as part of a drive to boost public and professional awareness of the concept of nextgeneration aerial mobility The Airbus A400M Atlas was designed as a tactical airlifter with strategic capabilities to replace older transport aircraft, such as the Transall C-160 and the Lockheed C-130 Hercules

August 2022 AIR International 23

To each their own Zenith Aircraft has been manufacturing and marketing kit aircraft for 30 years. What do they offer and what is behind their enduring popularity? Mark Broadbent reports

I

t was mainly due to enthusiastic amateurs that the homebuilt aircraft movement began and started to grow more than 60 years ago, firstly in the United States. Things have evolved since then, with various specialist manufacturers supplying kits and plans for pilots willing to put in the time and effort to build the aircraft they fly.

Build your own Typically constructed in garages and basements from kitplane specialists’

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plans (approved by aviation regulators), homebuilt light aircraft – also known as sports aircraft – are officially classified by the Federal Aviation Administration in the US as experimental amateur-built aircraft. In the UK they are on the Civil Aviation Authority civil aircraft register under a Permit to Fly. According to the Experimental Aircraft Association (EAA), “homebuilt aircraft provide a path where nearly anyone can pursue their personal dream of flight”. The association cites various advantages

of the homebuilding challenge. Builders have, the EAA says, “ultimate freedom” over their kit, from the technology they choose to put into their aircraft, to the paint job, and the lower maintenance cost involved with this class of aircraft. Numerous kit-built light/sport aeroplanes are available, from the various models produced by the likes of Jabiru and Van’s Aircraft to more unusual types such as the Cassutt Racer, Isaacs Fury biplane, and the Silence Twister with its distinctive elliptical wings.

Concorde to kitplanes Another highly successful homebuilt aircraft specialist is Zenith Aircraft, based in Mexico, Missouri – it has supplied more than 10,000 kits since starting out in 1991. Zenith Aircraft’s roots lie in Zenair, which the aeronautical engineer Chris Heintz established in 1974. Heintz began his career with Aérospatiale working on Concorde before becoming the chief engineer at the French light aircraft manufacturer Avions Robin. In his spare time, Heintz built his own all-metal

CLOCKWISE FROM TOP LEFT: A CH 750 Super Duty with a Catto Propellers prop All photos Zenith Aircraft, unless stated Homebuilding lets pilots go to town customising their aircraft, giving them “ultimate freedom” over their kit, from the technology to the paint job Short take-off and landing: a fundamental aspect of Zenith Aircraft The STOL CH 701 has been produced since 1986 and remains popular

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Building a dream One particularly notable Zenair CH 750 construction is under way just now – the first aircraft in the UK to be built by a team of disabled volunteers. The UK charity Aerobility does lots of varied work to promote inclusivity – it offers flying opportunities to those with disabilities, provides access to suitably-equipped aircraft and awards flying scholarships. In a natural extension of these activities, back in 2017 Aerobility launched its ‘Building A Dream’ project that seeks to build and maintain its own aeroplane. Having researched the kitplane market and consulted with the Light Aircraft Association, manufacturers and aircraft homebuilders, the charity chose to build a Zenith Aircraft STOL CH 750. The CH 750’s all-metal construction gives durability, a key reason why Aerobility chose the type rather than a fabric-skinned aeroplane. Disabled flyers obviously need accessibility, but the airframe must be tough enough to withstand knocks and bumps when people enter and exit the aircraft. Aerobility reported that it has “a very supportive relationship” with Zenith Aircraft’s UK distributor, Metal Seagulls, and says there is “extensive” potential for adding adaptive controls to the aircraft to make it suitable for disabled flyers. It noted: “The process of designing and certifying changes to the original design is so much easier with a Permit to Fly aircraft [the category in which the CH 750 is listed in the UK], which will enable us to fit the aircraft with multiple modifications, thus ensuring that its controls are accessible and usable by people of all abilities, regardless of impairment.” Aerobility intended to put its completed CH 750 on display at the Farnborough International Airshow in July. In a project update for AIR International, the charity explained it would still be attending the event with the aircraft and team but acknowledged that the volunteer-run project had become “a little behind schedule” due to the COVID-19 pandemic.

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two-seat light aircraft called the Zenith (an anagram of his surname), which first flew in 1969. Blueprints and construction manuals were soon offered to other interested homebuilders and pilots. After moving to Canada to work for de Havilland, Heintz began manufacturing kit aircraft – in his two-car garage – under the Zenair name. The firm’s first aircraft in 1974 was the CH 200, offered initially as a plans-built aircraft and then later released for kit building. Zenair became the Zenith Aircraft Company in 1991 and opened its Mexico factory. The company has produced more than two dozen high-wing and low-wing light sport utility kitplane designs over the years, with its designs evolving to take advantage of ever-improving engine options and modern equipment. According to a 2017 article in Kitplanes, the philosophy behind the products since the company’s earliest days is to focus on simple construction methods

using ordinary and available hand tools. Zenith products use 6061-T6 aluminium without complex curves, assembled with blind rivets set with a hand or pneumatic squeezer rather than driven rivets. Zenith would sometimes have a group of workers put together a flyable aircraft during the week-long EAA AirVenture show at Oshkosh, Wisconsin, to demonstrate how its kits could be built rapidly with no special machinery or tools. The kit would arrive at the start of the event and the completed aeroplane could fly away at the end. Chris Heintz wrote a book, Flying on Your Own Wings – a Complete Guide to Understanding Light Airplane Design, to share his expertise about homebuilding light aircraft. He died in southern France in July 2021.

The range What kits does Zenith Aircraft offer? The company’s most enduring product,

CLOCKWISE FROM LEFT As part of the charity Aerobility’s Building A Dream project, a CH 750 is the first aircraft in the UK to be built by disabled volunteers Aerobility Zenith offers a STOL CH 750 Cruzer version of the CH 750 CH 750 and CH 750 Cruzer outside Zenith’s HQ in Mexico, Missouri A ‘Super Duty’ variant of the CH 750 introduced in 2013 enables additional payload

launched in 1986 and still available today, is the STOL (short take-off and landing) CH 701 – aka the Sky Jeep – which “continues to be popular”, company CEO Sebastien Heintz told AIR International. As the name suggests, this single-seat aircraft is optimised for STOL performance and to excel at slow flight through the use of fixed-wing leading-edge slats, full-length flaperons, heavy duty gear and a large tail. In 2021, the CH 701 won the National STOL and STOL-Drag competitions in the United States, and the New Zealand Bush Pilot Championships. Sebastien Heintz said a new feature of the CH 701 kit introduced for 2022 offers hole-size match-drilled kits, making it dramatically quicker and easier to build. A larger version of the CH 701 is the STOL CH 750, designed to accommodate two adults and enable various popular light sports aircraft engines to be used. Zenith also offers a STOL CH 750 Cruzer version of the CH 750 with better cruise performance optimised for airport use, and a STOL CH 750 Super Duty version able to take 135lb additional payload compared with the baseline aircraft, giving a 1,900lb gross weight and an 800lb useful load.

Then there is the CH 650, a low-wing all-metal cross-country cruiser based on the original CH 600/601 series Zenair first introduced in 1984, and which succeeds the Zodiac XL model in the company’s range. The CH 650’s airfoil is thinner than the Zodiac to reduce drag, with wing flaps added to minimise stall speed.

Costs and trends Recreational pilots who want to build, maintain and fly their own aircraft are Zenith Aircraft’s customer base. CEO Heintz told AIR International: “A lot of satisfaction and potential cost savings come from building and flying your own aircraft. DIY kit aircraft cost significantly less to buy and to operate since typically the builder can self-maintain the aircraft.” He continued: “All Zenith kits are designed for recreational sport pilots, developed to be quick and easy to build, affordable to buy and operate, and relatively simple to fly.” What kind of prices are we talking about? The CH 701 kit’s starting price is US$18,500. It is US$24,950 for the CH 750 and US$20,500 for the CH 650. Heinzt added: “Typically, costs are

about half the cost of similar factory-built aircraft. Relative to factory-built aircraft, kit-built aircraft provide increasing value as modern Zenith kits are now easier and quicker to build.” However, the kit prices do not include the engine, instruments or paint. A typical total cost for a pilot building their own aircraft can actually be three times the price of the kit, Heintz pointed out.

Purchase trends The key selling points of Zenith Aircraft kits, he continued, are that they are “easy to build and fly, with great performance and handling, affordable, [have] durable all-metal construction [and are] supported by an industry leader”. Zenith kits are popular around the world, he added, because there is high demand in developing markets for aircraft that can operate at ‘off-airport’ sites with little in the way of infrastructure. Heintz said there are few regional variations in sales of Zenith products, although there are “some differences by country due to costs and civil aviation authority rules”, adding: “We have experience working with civil aviation authorities worldwide to

“DIY kit aircraft cost significantly less to buy and to operate since typically the builder can self-maintain the aircraft” Sebastien Heintz, Zenith Aircraft

August 2022 AIR International 27

or shop, with many working from home, allowing more time to work on their planes. “Many people have not been travelling in the conventional sense due to COVID-19 restrictions, with many recreational pilots using their planes to ‘travel’ and explore. In the US we have seen renewed interest in ‘back-country’, off airport and short take-off and landing flying.” Heintz acknowledged that Zenith, “like most companies, [is] struggling lately with getting and keeping supplies and workers”, but he pointed out: “We make most of our parts in-house and do not rely extensively on outside suppliers. We are vertically integrated, so deliveries remain strong.”

Electric push

make sure our products are adapted to regional rules and regulations.”

Lockdown impact Heintz told AIR International that COVID19 lockdowns benefitted the homebuilt aircraft movement: “While we were affected by COVID-19, like everyone else, our sales numbers have actually been up over the last couple of years, in part due to coronavirus.” He continued: “For DIY aircraft homebuilders it was a good time to be working on their aircraft in the garage

THIS PAGE CLOCKWISE FROM TOP LEFT: Zenith Aircraft are classified by the FAA as experimental amateur-built aircraft, and they are on the CAA register as Permit to Fly The low-wing CH 650 retails from US$20,500 Build your own: a CH 650 kit laid out MAIN IMAGE: The Zenith Aircraft range in Mexico, Missouri

The environment is an ever-more prominent issue on the aviation agenda more broadly. How are these concerns affecting what Zenith does? The company’s factory in Missouri is now powered in part by electricity generated by the 36kW solar array on the factory roof. In terms of the aircraft, Heintz said: “Cost is often a driving factor to be more efficient, especially as it relates to fuel

burn. We believe electric propulsion has a lot of potential when lighter batteries become more readily available.” He said work is under way to develop electrical power solutions for Zenith kits, and he foresees more research and development in the area because electric motors provide “massive and instant torque” – meaning such engines are a natural fit for the STOL flying Zenith aircraft and customers undertake where such demands are useful. Heintz pointed out that a Zenith CH 750 has also been chosen by Nuncats, the initiative under way at Old Buckenham Airfield in Norfolk to produce the first fully electric light sports aircraft in the UK (see AIR International July 2021).

Nuncats has modified a CH 750 with an electric motor replacing the standard engine and added batteries. And it is building a solar-powered charging station that enables the aircraft to operate independently from the electricity grid.

Looking ahead Zenith Aircraft will continue to use traditional aluminium alloys for its kits. Heintz noted the material “provides excellent durability and is easy to work with in a non-toxic environment” and is fully recyclable. In terms of the kits themselves, he said: “Massive investment in high-speed CNC [computer numerical control] router technology continues to make Zenith kits easier and quicker to build without increasing costs dramatically.”

Future innovation will be focused on making kits even easier and quicker to build, requiring just simple skills and tools. Heintz said Zenith intends to take full advantage of flatscreen glass cockpit technology to simplify the cockpit and maximise visibility and cabin space, and will continue to make the aircraft better suited for operations from short unimproved areas.

ABOVE: Zenith uses flatscreen glass cockpit technology to simplify the cockpit TOP: Zenith and Zenair product family development, as explained by company founder Chris Heintz

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Ireland’s Joe Campion reports on changes taking place within the Irish Air Corps, as it marks its centenary year

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s the Irish Air Corps (IAC) spends 2022 celebrating 100 years of service, major developments are ongoing within many sectors of the Corps, to both expand current operations and gain new capabilities. A unique factor about the IAC is that all units operate from one airfield, Baldonnel – also known as Casement Aerodrome, located approximately ten miles (15kms) south of Dublin. The IAC operates both rotary and fixed-wing aircraft. Ab initio pilot training is carried out on the fleet of eight Pilatus PC-9Ms, maritime patrols and other tactical airlifts are performed by 32 August 2022 AIR International

Ambitio

two Airbus CN-235s and intelligence, surveillance and reconnaissance (ISR) operations are performed by three PC-12NG Spectres. Rotary-wing assets comprise a fleet of six Leonardo AW-139s, two Airbus Helicopters EC135P2s, one EC135T1 and one EC135T2+. Multiple roles are performed by the helicopters of the No 3 Ops Wing, such as firefighting, special forces ranger training, medevac (see AI, April, p50) and troop transportation. This will all look slightly different in the upcoming years due to developments and platform upgrades that are currently under discussion. The latest report of the Commission on the Defence Forces of Ireland was

released in February and included three levels of ambition for the IAC’s future, discussed by the government in June. Multiple proposals and the formal decisions expected relate to establishment of an independent Air Component and associated structures are creation of a national primary military radar surveillance network; plus procurement of additional aircraft to address current shortfalls in fixed transport capability and helicopters. Included in the highest level of ambition (LOA3) was procurement of a fleet of supersonic fixed-wing aircraft for national air policing requirements, although it is not clear whether this has yet been discussed at government level.

The Irish Air Corps’ Flight Training School operates a fleet of eight Pilatus PC-9M turboprop aircraft. One of the training modules for the school is close tactical formation flights Joe Campion

ons

Training and new weapons The IAC’s Flight Training School (FTS) is responsible for instructing all IAC pilots from scratch. The training squadron operates eight PC-9M turboprop trainers and, since entering service, the fleet has surpassed 20,000 hours of flight time. The IAC maintains the fleet, but depending on manning levels, heavy maintenance is sometimes contracted to the Swiss manufacturer, Pilatus Aircraft. The FTS is responsible for maintaining an air-to-surface weapons capability for the PC-9M with HMP 250 gun pods and a pair of LAU-7 70mm Folding-Fin Aerial Rocket (FFAR) pods. These systems are integrated into the on-board weapons management system, allowing the pilot to

select various modes and receive firing solution information via the head-up display. At the time of writing, the IAC was close to signing a contract with Austrian company Airborne Technologies (ABT) for three Self Contained Aerial Reconnaissance (SCAR) Pod systems to attach to its PC-9M aircraft. The procurement process had started back in 2020. Negotiations with ABT and internal defence force stakeholders were concluded and the IAC was awaiting the green light from the defence department to proceed with the SCAR pod procurement. Subject to that approval, the defence force director of

ordnance gave an undertaking to procure 70mm semi-active laser FFARs for enhanced targeting from stand-off distances, around the clock. The advantage of the ABT solution is the system has already been proven on the PC-9 platform and battery powered with Wi-Fi communications, thus requiring no modifications to the host aircraft. The same pod system is also intended to be integrated on to the EC135s of 302 Squadron, allowing for enhanced August 2022 AIR International 33

CLOCKWISE FROM TOP RIGHT: The SCAR targeting pod is one of the developments being considered by the IAC to increase its capabilities. The pod, made by Airborne Technologies, is planned for fitting to PC-9Ms of the IAC and potentially the EC-135 helicopters. The IAC is looking to purchase three of the pods Airborne Technologies

The most recent entry into IAC service is the Pilatus PC-12 Spectre. Three PC-12s are utilised by Ireland for ISR operations. The PC-12 could potentially be the first-ever IAC aircraft to deploy overseas, with talks ongoing regarding a UN deployment later this year Joe Campion

The IAC’s fleet of six Agusta Westland AW139 helicopters are used for myriad mission roles, such as firefighting with a bambi bucket Joe Campion

Used for both rotary wing training and ranger transportation, the IAC operates three Airbus Helicopters EC-135 Joe Campion

34 August 2022 AIR International

rotary-wing capabilities in battlefield reconnaissance, internal security, air-toground weapons training and assistance to civilian local authorities.

101 Squadron Responsible for maritime patrol, 101 Squadron operates two Airbus CN-235M-100 Persuaders. Equipped with a search radar, electro-optical (EO) forward-looking infrared (FLIR) system and photographer windows, the type provides a platform for maritime surveillance and information gathering that has led to roles evolving with maritime agencies other than purely fisheries monitoring operations. But after more than two decades of service, the CN-235s are due to bow out. The Irish Air Corps maritime patrol aircraft (MPA) replacement programme began in late 2017 and Airbus Defence and Space was contracted in 2019 for the provision of two C295W maritime surveillance aircraft. The first aircraft, serial 284

(c/n 211), has a dark grey paint scheme – like that of Ireland’s fleet of Pilatus PC-12NG Spectre aircraft – unlike the current pair of bright blue-coloured CN-235s. C/n 211 is scheduled to be handed over to the IAC in April 2023... and the IAC has told Air International that delivery is on schedule. The second aircraft, c/n 216, is due to arrive three months later. In addition to the two already on order, and following the recommendations provided in this year’s report from the Irish commission on the future of the country’s defence forces, there are plans for the procurement of a dedicated transport aircraft capable of reaching overseas mission areas in West Africa and the Middle East. While no official decision on this procurement has been made, Air International has been informed that there are multiple ways to address the requirement, one of them being a third transport-optimised Airbus C295. This aircraft will not have the same MPA mission systems on board and its sole use will be to transport troops and freight, thus keeping the stress and flight hours down on the two dedicated MPA C295s. The support plan included in the deal between Ireland and Airbus on the current pair of C295Ws is known as a ‘nose to tail’ service to include powerplant, avionics, airframe, mission sensors, ongoing training and a mission support centre. This package is to be a significant development over the ‘free demand’ system that has been in use for the past 28 years, supporting the legacy CN235 aircraft but causing long waiting periods for spare parts. Airbus is to provide a comprehensive training and an initial in-service support

package running from January to October next year, with the anticipation that initial operating capability will be achieved in the third quarter of 2023. Once the aircraft warranty expires and initial training and support activities have concluded, a comprehensive support plan will begin. The new aircraft and support package combined will represent a quantum leap in technology and capability for the operational unit –101 Squadron. With greatly increased capabilities, the main sensor is the Elta EL/M-2022A(V)3 radar and provides search and rescue, inverse synthetic-aperture radar, ground moving-target Indicator and air detection modes. New sensors will include an Airborne Bathymetric Lidar to allow for a submarine/sea surface analysis in addition to a UV/IR sensor to assist with pollution monitoring. The two aircraft will each feature a Ku/Ka SATCOM system to cater for enhanced data sharing, with this being primarily enabled through integration of the Irish Defence Forces’ Systematic C4I Sitaware system on board the aircraft. Another new capability will be the introduction of a comprehensive Defensive Aid Suite to the two C295s. The pair will also be night-vision gogglescompatible and have an auxiliary oxygen system installed to cater for high-altitude air drops, paratrooper training and operations. All of these are additional capabilities for the Irish defence CN-235s.

PC-12 NG Spectres In a deal worth more than €43m (£36m), three Pilatus PC-12 NG Spectre aircraft purchased for the Irish Air Corps arrived at Casement Aerodrome in Baldonnel on September 10, 2020. The new aircraft replaced five ageing Cessna FR172H Skyhawks and are operated by 104 Squadron. Ireland bought the PC-12 with three main roles in mind: intelligence, surveillance and reconnaissance (ISR); transport; and air ambulance operations. To fulfil its ISR and air ambulance taskings, the aircraft were retrofitted by Sierra Nevada Corporation in Denver, Colorado, with a suite of sensors including an

electro-optical/infrared turret, additional radios and mission management systems as well as the LifePort stretcher system. Each of the three Spectre aircraft can be reconfigured to operate in all three roles. In response to the start of the global pandemic and while the three Spectre aircraft were still being retrofitted in the US, the Irish government sanctioned acquisition of a fourth PC-12 (serialled 280) to address a current shortfall in transport capability. It joined the fleet in April 2020, earlier than the other three PC-12s, as a standard aircraft from Pilatus with no specialised mission equipment. The squadron continues to build its ISR capability, completing its first missions in 2021 with numerous government agencies eager for the PC-12 to engage in operations alongside them. As of March 2022, the Irish Air Corps PC-12 fleet had amassed more than 2,500 hours and looks set to continue to provide invaluable service to the Irish Defence Forces and the Irish state.

Overseas and independence Although 104 Squadron is still working towards full operational capability, there is potential for a first-ever overseas deployment within its centenary year. While still subject to further deliberation with defence HQ and government approval, the Irish Air Corps is actively pursuing an overseas deployment of PC-12 Spectre aircraft in an ISR role, as part of a UN-mandated mission for a number of months during the fourth quarter of this year.

Meanwhile, the transition from a corps to an air force is to be discussed in the near future by the Irish cabinet, and it is understood the Irish Air Corps would transition into the independent air component – potentially titled the Irish Air Force (IRLAF) if the decision is approved. This abbreviation is believed to be at the top of the list of choices as it does not conflict with existing military forces’ abbreviations, such as that of the Israeli Air Force (IAF).

Abilities and ambitions A source told Air International that additional details on radar capabilities were expected in quarter three of this year, as the IAC FTS squadron was introducing and testing a ground-based radar guided intercept capability that will leverage existing secondary national civil radar systems. This will then be augmented by the two Airbus C295 maritime patrol aircraft expected to be delivered with air detection capabilities in 2023. These moves support the IAC’s ambitions to becoming an independent defence force with the ability to match the capabilities of air forces belonging to similar-sized nations.

COMING UP! Is there space on your bookshelf? Keep an eye out for soon-to-be-published Key books on the following topics: The Irish Air Corps The Finnish Air Force The US Marine Air-Ground task force.

August 2022 AIR International 35

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ressure is intensifying on airlines, airframe manufacturers and the supply chains that support them to address their environmental impact. And while the push for the aviation industry to reach net zero carbon emissions by the middle of the century has focused on propulsion – be that hydrogen, electric or sustainable aviation fuels – decarbonising the design and manufacture of aircraft cabins also has a part to play. The materials used for cabin interiors are carefully selected for a variety of reasons, including to improve passenger comfort and safety, but updated product design can also enhance operators’ green credentials. From slimmed-down seats that lighten the load, and in turn reduce the fuel burn, to fully recyclable cabin components that cut the amount of material sent to landfill or to be incinerated,

Cabin From olive oil upholstery tanning to flax-based seat shells, manufacturers and airlines are going all out to make the aircraft interior more eco-friendly, trimming costs and flight times in the process, reports Tom Batchelor

36 August 2022 AIR International

clean-up

Textron Aviation uses textiles, carpets and leather that are 100% natural and biodegrade in an environmentally friendly way Textron Aviation

August 2022 AIR International 37

work continues to clean up all aspects of the aviation industry. An initiative led by the Aerospace Technology Institute (ATI) and funded by the UK government, FlyZero seeks to achieve zero-carbon emission commercial flight by 2030. A study carried out on behalf of FlyZero noted that changes to cabin design can have an impact “immediately and begin to deliver carbon dioxide reductions in the

very near term”, while widespread use of alternative fuels is still years away. The ATI recommends manufacturers switch fibre filling in insulation blankets and composite panel cores with lightweight aerogels, for example, and says copper wiring should be replaced with fibreoptic cables, while lighter and safer solidstate batteries should be used instead of lithium-ion equivalents. That is not to say enhancing the sustainable characteristics of individual products is necessarily easy. With many product designs already wellhoned, and certification requirements resulting in strict parameters, the £2bn (in the UK alone) cabin interiors industry must be ever more creative in order to make an impact.

OEMs go green Airframe OEMs have embraced the green agenda. At Boeing, designers are working with several seat manufacturers on lighter weight components, using materials such

as titanium and carbon fibre frames that will ultimately translate to less fuel use. In addition, suppliers recycle and reuse materials where possible, for example, turning ground-up carbon fibre into new tray tables. Sustainable products also have the potential to reduce material costs and help stabilise the supply chain by reducing demand for raw materials. Adient Aerospace, a joint venture between Boeing and automotive seating manufacturer Adient, is working to improve fuel efficiency by using thinner and lighter materials that can absorb the same forces and maintain durability when compared to heavier materials. They also reduce emissions during product assembly by selecting non-toxic, emission-free coatings and better adhesives that are less harmful to the environment. The US aircraft maker’s subsidiary, Boeing EnCore Interiors, recently implemented a reusable bagging solution for 737 floor panel fabrication that THIS PAGE CLOCKWISE FROM TOP LEFT: Shown here in a Cebu Pacific cabin, engineered leather retains its shape in use, thanks to a controlled stretch ELeather The production process of engineered leather not only uses 90% less water (compared to full grain leather) but 95% of water used is then recycled and used again ELeather At around 20lb, the SL3510 is currently one of the world’s lightest economy-class seats. Shown here, the seat production hall at Recaro’s site in Swiebodzin, Poland Recaro Shavings, trimmings and split hides are diverted from landfill and then ground and filtered to produce individual leather fibres ELeather RIGHT: Catering materials in KLM’s Premium Comfort class are either reusable or made of recycled, plant-based Polyethylene Furanoate KLM Group

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reduces the waste going to landfill by 8.7 tons annually, compared with previous fabrication processes. Once dismantled, an aircraft can provide up to 6,000 recycled recertified parts, including most materials found in the cabin, and aircraft are now about 90% recyclable by weight. Boeing is also working on sustainable wall panels for its aircraft using crop flax. Seat shell, aircraft cabin walls and other elements currently manufactured from plastic composites can be made from this natural material. “Recycling aircraft interiors remains a challenge for our industry due to the rigorous requirements these materials must meet for safety, performance, weight, and cost,” Sheila Remes, Boeing vice president, environmental sustainability, told AIR International. “Safety is always our number one design priority, and any sustainable features we offer will meet industry specifications and Boeing requirements for durability and other performance considerations. “Boeing supports a circular economy by enabling our industry to re-purpose as much material as possible, by designing for disassembly, reuse, and recycling. In addition, we continue to study feasibility of renewable or recycled feedstocks within our qualified materials, including metals and carbon composites. We also constantly search for solutions to reduce waste during operation and maintenance.”

Focus on weight reduction European competitor Airbus is also striving to reduce the environmental impact of the cabin interior supply chain. The company has been focusing on weight reduction, which Ingo Wuggetzer, Airbus’ vice president for cabin marketing, said offered the “biggest contribution to reducing the environmental impact

“We take design decisions based on life cycle assessments, to provide the best sustainable cabin products for the future” Ingo Wuggetzer, Airbus over the entire lifecycle of the aircraft”. Smart digital solutions also form part of the picture. Wuggetzer said Internet of Things data was being used to “optimise resources and inventory management and avoid inflight waste”, including initiatives such as personalised catering. “We move our philosophy towards a repair, reuse and recycle approach

ABOVE: An ACH145 cabin fitted with Ultraleather, which has the look and feel of conventional leather but is vegan Airbus Corporate Helicopters

Meat-free flying One way to reduce the environmental impact of cabin interiors is to ensure materials are derived from non-animal sources. From commercial airliners to bespoke corporate helicopters, vegan products are being chosen not just for their eco credentials, but their quality, too. London-based cabin specialist Factorydesign said the weight saving of vegan product leather over cowhide was “significant, at over 50% lighter for the same dress cover… and yet it delivers something visually remarkably similar”. The company’s director, Adam White, said synthetic fabrics were a match for wool and other traditional materials in curtains and carpets, where nylon is now commonplace. An Airbus Corporate Helicopters ACH145 was recently fitted with vegan materials at the request of a high-profile fashion house founder who wanted the aircraft to match her company’s ethical vision. The cabin was fitted with Ultraleather, which has the look and feel of conventional leather but is vegan. Frederic Lemos, head of ACH, said the material was “hard wearing, but it can only be stretched in one direction, which means it is a challenge to work with, particularly on the seats”. SkyLeather, another synthetic material, is in use in airline cabins and is 25% lighter than animal hides. and take design decisions based on lifecycle assessments, in order to provide the best sustainable cabin products for the future,” he said, adding that it was “beneficial to reduce the number of different materials you use and focus on materials that are easy to bring back in a circular process to reuse them for cabin or other products”. The OEM recently signed an MOU (memorandum of understanding) with the city of Chengdu and Tarmac Aerosave for the development of the first sustainable aircraft “lifecycle service centre” in August 2022 AIR International 39

China, offering dismantling and recycling services for various aircraft types. Klaus Roewe, SVP Airbus customer services, said: “Aircraft phase-out in China is forecast to grow exponentially over the next 20 years. Airbus is committed to investing in the region and this one-stop shop – a first in China and outside Europe – will see Airbus well positioned

on the Chinese aircraft ‘second life’ services market.” Airbus’s flight-test platform Airspace Explorer also hosts new sustainability related features, including an ecofriendly carpet manufactured with 100% regenerated nylon yarn, and electrodimmable windows – similar to those in use on Boeing’s Dreamliners, which

Second time around

ABOVE: Boom is “building sustainability into every aspect” of Overture, its supersonic commercial airliner Boom Supersonic

Recycling cabin interiors at the end of their life is a vital part of greening the supply chain, and with the price of raw materials increasing, decommissioned aircraft are a valuable asset. The average retirement age of a passenger plane is 25 years, but the interiors are likely to have been changed four or five times over that period. Airbus has led the way with PAMELA (Process for Advanced Management of End-of-Life Aircraft). Having launched in 2005, it was the first full-scale project researching how to effectively dismantle a commercial aircraft. Trade body IATA picked up the baton and is now working to enshrine best practices for recycling before legislation is introduced, so that industry guidelines can influence regulators, rather than the other way around. While there are safety implications, and parts are subject to inspection and certification, there is plenty of scope for products to be given a second – or third – life. The cabin accounts for around 10% of the total empty aircraft weight (an A320’s cabin components weigh approximately 4 tons, versus 40 tons empty operational weight), and, currently, an average of 92% of an aircraft’s weight is re-used or recycled, a figure that has risen sharply in recent decades. The remaining 8% is dominated by carbon-fibre materials, which are used for their low weight but have historically been difficult to recycle. In terms of the interior accessories, insulation blankets, carpets, seat cushions, sidewalls, and ceiling panels which contain embedded flame retardants are not always suitable for recycling. But many components made of composite materials can be recycled, from overhead bins to cabinets and seating. Companies can also help green the entire supply chain, by making materials identifiable and sharing data to enable their re-use, for example. The Aircraft Interior Recycling Association facilitates recycling of dozens of component types, by identifying the types of plastic being used in each product. Their facility salvages everything from in-flight entertainment screens to seat covers that are turned into household carpets. Even the next generation of supersonic aircraft developers has one eye on end-of-life aircraft recycling. Boom said it is “building sustainability into every aspect” of Overture, its supersonic commercial airliner, including the eventual decommissioning of the aircraft. “The team is envisioning a recycling process that may not even begin for 40 years. But, it requires attention and research now,” a Boom blog post stated. “Thanks to recycling industry advancements, the tools to recycle and repurpose nearly 100% of Overture are within reach.” The company’s head of sustainability and environment, Raymond Russell, added: “Because there’s no international standard for recycling many of the materials we’ll use to build Overture, our team is focused on selecting materials that have the highest probability for safe recycling, in addition to weighing critical aspects such as safety and performance. Looking closely at recycling, we’re examining the likelihood of whether a market will exist for those recycled materials in several decades.” 40 August 2022 AIR International

replace traditional mechanical window shades, achieving a significant weight saving. Most eye-catching is the newly designed concave passenger windows, which are manufactured with a slight inward curve so that, during flight, the interior cabin air pressure ‘flattens-out’ the curvature, making the windows flush with the aircraft skin, reducing drag, fuel burn and CO2 emissions.

No greenwashing here Airlines, driven by shifting passenger expectations, are also driving change, and claims of improved eco credentials are readily used as a branding tool to bolster an operator’s reputation for social and environmental responsibility. However, airlines need to be sure their products are genuinely sustainable, to avoid claims of ‘greenwashing’. Southwest Airlines’ ‘Repurpose with Purpose’ project has donated more than 1.6 million pounds of leather seat covers for repurposing since 2016. KLM recently launched a new premium economy cabin class – Premium Comfort – with seats designed by Collins Aerospace, together with specialists at KLM Customer Experience, to be lighter than previous designs, reducing the Dutch carrier’s fuel burn. KLM said similar care was taken in selecting catering materials for Premium Comfort. They are either reusable (special cutlery, bowls and plates made of lightweight polypropylene) or made of recycled, plant-based Polyethylene Furanoate (PEF). To ramp up the sustainability of supply chains, however, recycling processes need to be improved. Aircraft cabin structures are designed to withstand up to 16G crash loads, while also having to minimise fire risk and meet passenger expectations for comfort and quality. With these strict parameters in place, recycled materials can suffer from what ATI calls “inconsistent structural and visual performance” compared with the equivalent ‘virgin material’, owing to impurities linked to recycling techniques. Such materials include carbon fibre-reinforced plastics, which are used in the seat back structure and air ducts. “To address this issue, the industry must develop appropriate technologies and certification approaches for integrating recycled materials that ensure consistency in their observed performance,” the ATI report said.

Walls and ducts German interiors specialist Diehl Aviation – whose product designs cover everything from aircraft entrance areas to overhead stowage compartments – is playing its part. “Due to rising material prices for conventional lightweight materials, biobased materials are now proving to be of growing interest from a cost perspective,” a spokesperson told AIR International. One example is air outlets, developed by Diehl,

which are made of granulated foam plastic, and air ducts made of particle foam – a type of thermoplastic. These parts not only generate less CO2 during production, they also reduce fuel consumption due to their low weight. The company’s ‘16G Partition’ is a cabin wall with a weight reduction of up to 15% and a high degree of stability that can be integrated easily and quickly, including in Airbus A320 aircraft. Diehl also uses powder coating as an eco-efficient, lightweight decoration solution that provides highly durable cabin surfaces. Sustainable materials must meet the same strict regulations as any other component, and Diehl said for certain bio-based products, the FST (fire, smoke and toxicity) test and heat release requirements can prove to be a challenge. Asked about reusing and recycling components, the spokesperson added: “Currently, we are changing our

“Bio-based materials are now proving to be of growing interest from a cost perspective” Diehl Aviation way of thinking, moving away from linear processes, with a beginning and an end, to a constantly repeating circular process in which the same materials are continuously reused. This has already been achieved in aircraft systems, for example, avionics systems. In the case of cabin interiors, the high degree of customisation of these parts, such as colour, texture, and geometry, makes reuse often impossible. In individual cases, reprocessing is also limited due to the long routes of transport and the logistical challenges. That is why we work closely with our customers to develop

THIS PAGE CLOCKWISE FROM TOP LEFT: Diehl Aviation uses particle foam – a type of thermoplastic – to make air ducts Diehl Aviation Use of granulated plastic means the 16G Partition cabin wall offers weight reductions of up to 15% Diehl Aviation The Aircraft Lifecycle Centre in Chengdu, China will offer dismantling and recycling services for various aircraft types Airbus

August 2022 AIR International 41

“Recycling aircraft interiors remains a challenge due to the rigorous requirements these materials must meet” Sheila Remes, Boeing sustainable design solutions that allow easy disassembly and reuse.”

Getting creative Many natural products possess inherent properties that make them suitable for aircraft interior design, while also being sustainable. Bamboo, cotton, wool, and many other materials are naturally flame resistant, while the latter can also act as a sound dampener. Textron Aviation, maker of Cessna and Beechcraft aircraft, uses textiles, carpets and leather that are 100% natural and “cradle-to-cradle certified”, meaning they biodegrade in an environmentally friendly way. The company also forms surplus leathers, wood, and textiles into new composite options, and in 2020 it recycled more than half (53%) of the materials it used, equivalent to more than 60 million pounds. Elsewhere in the general and business aviation markets, German aircraft manufacturer Deutsche Aircraft has partnered with London-based design agency Factorydesign to remodel the Dornier 328 aircraft into a more environmentally friendly concept called D328eco. The walls, ceilings, overhead compartments, bulkheads and partition, galley, lavatory, and bespoke seating are all formulated with sustainability in mind. “Redesigning seats, stowage compartments, structural components and lighting can save weight and thus make the aircraft more fuel efficient,” the company said, ahead of the redesigned cabin’s launch in 2025-26. “Selecting certified materials for components that are either recycled or are recyclable helps to reduce waste. By looking into alternative manufacturing techniques, resources may be used more efficiently.” Other innovations include Solar Eclipse window shades fitted with thin film solar cells that allow passengers to harness the sun’s energy to charge their personal devices, developed by B/E Aerospace, now part of Collins Aerospace. Meanwhile, Duncan Aviation uses water transfer printing, known as hydrodipping, to replicate textures and designs for 42 August 2022 AIR International

aircraft interiors while providing a lightweight, durable finish, versus heavier materials such as wood, leather, or stone. British lightweight composite developer Cecence has delivered the first fully composite, FST and 16G HIC (head injury criteria) compliant ‘in-flight’ seatback and is now helping to deliver the world’s thinnest economy seat back, saving at least 1,100lb per flight for an Airbus A320. Cecence engineers are also looking at recycled carbon fibres and bio resin systems, having launched hemp and bio-based resin veneers this year. Elsewhere, Swiss textile designer Lantal has launched a sustainable leather for aircraft cabins. The project, in co-operation with Olivenleder, has introduced a ‘wetgreen’ tanning process, using vegetable oils instead of chrome- and gasolinebased chemicals. Specifically, Lantal uses the extract from olive tree leaves, which are a by-product of the olive cultivation industry and are usually burned if not used. The process both eliminates hazardous chemicals and reduces water consumption. UK-based ELeather, which supplies textiles to major airlines, including easyJet, American Airlines and

AeroMexico, as well as brands such as Nike, has developed its Essence range, which recycles leather waste to produce upholstery, saving on raw materials. The company says it has recycled nearly 8,000 tons of leather since 2011. With airlines recommended to change their seat cushions every four to five years, to maintain comfort, German seat-cushion maker Metzo, in co-operation with The Vita Group, offers a recycling system for redundant aircraft cushions that turns them back into products that airlines can use, while meeting strict FAA and EASA requirements. Meanwhile, Recaro Aircraft Seating has a modular, lightweight plug-in seat table system that promises aircraft weight reduction. The product saves about 1,000 tons of CO2 annually for every 50 aircraft it is installed on, the company said. While there are challenges to overcome, both in improving recycling processes and ensuring sustainable components can meet the strictest certification standards, with a collective effort to improve the environmental profile of the cabin interior supply chain, the industry looks set for a greener and much cleaner future.

TOP: Boeing’s Sky interior programmed lighting lasts ten times longer than the previously used incandescent bulbs Boeing THIS IMAGE: Surplus leathers, wood, and textiles can be formed into new composite options Textron Aviation

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Desert The Egyptian Air Force offers an intriguing case study in procurement decisions, replete as it is with half a dozen types of fast jet, and with more diversity likely in the near future. Jim Winchester reports

Egypt was the first export customer for the Rafale, as it was for the Mirage 2000. Here, one of the initial batch of two-seat Rafale DMs is seen before delivery in 2015 Dassault Aviation/Anthony Pecchi

44 August 2022 AIR International

Diversity

D

espite a relatively modest official defence budget, Cairo continues to spend large on fighter purchases. A desire to reduce the effect of sanctions has seen the al Quwwat al Jawwiya Il Misiriya (Arab Republic of Egypt Air Force) – also known as the Egyptian Air Force (EAF) – swing back and forth between Eastern and Western suppliers, with several major deals in the balance. With 1,062 aircraft of all types, the EAF has the world’s eighth-largest air force by fleet numbers, just exceeding those of Turkey and France. Of these, 338 are combat aircraft, making it the ninthbiggest after Saudi Arabia. The EAF has approximately 30,000 personnel, including

10,000 conscripts and maintains 21 air bases across a land area nearly twice as large as France, although a number of these currently have no permanently assigned units. The EAF has one of the world’s most diverse combat fleets, having in service or on order six types of fighter aircraft and three more types of weapons-capable jet trainers. Additionally, there are five types of attack helicopter, one armed turboprop and one unmanned combat air vehicle (UCAV) in use. The fighters alone originate from four nations. This variety of equipment may be set to increase, rather than decrease, with several acquisition programmes underway. The US provides $1.3bn annually in military aid, in the form of credits for Foreign Military Sales (FMS) purchases. This largesse comes with the restriction that Israel retain qualitative and quantitative military superiority in the region, preventing the sale of some advanced weaponry,

such as AIM-120C and AIM-9X air-to-air missiles. So far, France has not supplied MBDA Meteor beyond-visual-range airto-air missiles (BVRAAMs) but has sold SCALP air-launched cruise missiles and Sagem AASM precision-guided air-toground munitions. Egypt’s official defence budget in 2020 was only $4bn and it has fallen in real terms since 2013, mainly due to inflation. It amounted to about 1.2% of the country’s GDP – one of the lowest ratios in the Middle East-North Africa region. The large arms purchases of recent years are not reflected in this figure, according to the Stockholm International Peace Research Institute (SIPRI), nor is the expenditure funded by US aid. It is possible some procurements are paid for by allies from the Gulf States and/or by off-budget income flowing to the military from its economic activities, which amount to between 1.2-2% of GDP, according to President Abdel Fattah al-Sisi. By other accounts, the military controls between 15-40% of the national economy. The Egyptian Armed Forces have their hands in numerous non-military enterprises, from construction to agriculture and car manufacturing. The armed forces control various national projects, such as building and, in some cases, operating ports, roads and infrastructure, schools, healthcare facilities and housing complexes. A 2019 study by the Carnegie Middle East Center stated: “The vast bulk of military economic activities is untaxed August 2022 AIR International 45

and unreported.” The government’s Central Auditing Organization, which was created to reduce corruption in state bodies, is not tasked with scrutinising the military. The Egyptian Armed Forces are particularly opaque about their structure and procurement processes. Most actual military activities are state secrets. For example, when it comes to the Air Force, the official EAF website does not acknowledge the possession or operation of aircraft and provides little more information than basic biographies of its most senior leaders. Information on future procurement is almost never supplied by Egyptian officials, and usually comes from outside sources. The EAF has held on to some aircraft types much longer than necessary, even upgrading obsolescent types, such as Cold War-era MiG-21s and Mirage 5s, in order to keep up squadron numbers, rather than maintaining technical parity. Having multiple suppliers reduces the effect of sanctions, which have periodically been applied at times of political instability, most recently following the 2013 coup, which ousted President Mohammed Morsi after one year in office. The multiplicity of combat aircraft types comes at the cost of increased logistical and training burdens, however. French, Russian and American aircraft require different weapons, particularly air-to-air missiles. Technicians need to be trained on specific airframes, weapons and support systems and cannot easily be transferred to units operating different aircraft.

BELOW: Orange recognition stripes first appeared on EAF Mirage 5s during the 1977 border war with Libya. Since then, they have been used by F-4Es and some F-16s, including this Block 40 (serial 9855), seen from a USAF tanker in 2022 USAF/Senior Airman Dominic Tyler

French connection In the initial decades after World War Two, with the exception of some Vampires and

Egypt’s Mig-29Ms and Rafales have a buddy refuelling capability. Here one of the former unreels its drogue during the annual Qader joint exercise in 2020 Egyptian Air Force via YouTube

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F-16C Block 40 (serial 9923) leads a formation of EAF-operated Fighting Falcons during Exercise Agile Phoenix, which took place in Egypt in June and July 2022. The Egyptian squadrons flew with F-16s from the Minnesota Air National Guard’s 148th Fighter Wing USAF/Senior Airman Dominic Tyler

“In the case of Egypt, I think we have good news in that we are going to provide them with F-15s” Kenneth F McKenzie, former commander of US CENTCOM

Meteors in the 1950s, almost all of the EAF’s jet fighters were supplied by the Soviet Union or China. This changed in 1974, when the first of 64 Dassault Mirage 5SDEs were delivered from France. These went some way to replace the many MiGs lost in the Yom Kippur War with Israel in 1973 (estimates vary from 300 to more than 500). These Mirages were ordered before the war and paid for by Saudi Arabia. After the Camp David Accords in 1978 – which saw Egypt and Israel agree a peace deal – the Saudis withdrew funding and a last batch of 16 Mirages, delivered in 1980, were self-financed by Egypt. Under Project Horus, 24 Mirage 5s were upgraded by Sagem in 2006-08. In September 2019, it was reported that Pakistan would buy 36 of them, but since then there has been no further news of the deal and the aircraft are believed to be in reserve status, enabling reactivation in time of crisis.

The EAF is faced with the decision to retire its Dassault Mirage 2000s, upgrade them or increase their numbers. Egypt was the first export customer of the type, ordering 16 Mirage 2000EMs and four two-seat BMs in 1981. The 17 survivors today equip No 82 Squadron at Gebel el Basur Air Base (AB). They are the oldest of the type remaining in service, with the elderly Magic 2 missile as their primary air-to-air armament. The United Arab Emirates (UAE) is disposing of its Mirage 2000-9s as it takes delivery of Rafale F4s, and Egypt is a potential customer for these much-morecapable machines. Egyptian Mirage 2000s were noted with Emirati Al Tariq glide bombs at the EAF-hosted Exercise Qader in July 2021. The Mirage 2000s are based at Gebel el Basur AB alongside Egypt’s most significant fighter acquisition of recent

years: the Dassault Rafale DM/EM. In 2015, Cairo and Paris signed a contract for the supply of 24 Rafale EM/DMs, with 500 air-to-air missiles, in a deal worth a reported $5.2bn-$6bn. The first three of 16 two-seat Rafale DMs were delivered in July 2015, making Egypt the first foreign user of the type. In November 2021, a contract for a further 30 Rafale F3-Rs followed. This is valued at roughly $4.5bn, financed by a ten-year loan, and the aircraft are due for delivery from 2024. The Egyptian Rafales are equipped with MICA air-to-air missiles and the Thales Talios day/night-capable targeting pod. Egypt may make further orders for the Rafale F4 when this latest version becomes available for export after 2024, according to Egyptian sources, increasing the fleet size up to 100. In December 2020, French President Emmanuel Macron said he August 2022 AIR International 47

The majority of Egypt’s Fulcrums are two-seat MiG-29M2s. They offer a much better capability than the F-16s, which were supplied downgraded to a lower specification than Israel’s Egyptian Air Force via Facebook

Egypt’s single squadron of Mirage 2000s operates the oldest examples still in service. They are likely to be replaced by whichever fourth-generation fighter the EAF inducts next Egyptian Air Force via Facebook

would not restrict arms sales to Egypt over human rights concerns, because doing so might weaken Cairo’s efforts to fight Islamic militancy in the region.

Retirements and milestones Egypt has retired older fighters in recent years without public acknowledgement. Some reports state the last of the 38 McDonnell Douglas F-4E Phantoms were replaced in 2019/2020 by F-16C/D Block 52s. Other sources suggest the F-4s were withdrawn from use in 2011. Mikoyan-Gurevich MiG-21s and Chengdu F-7s remained in service into the 2010s, mostly as continuation trainers. In addition, some Egyptian MiG-21MFs were reportedly supplied to the Libyan National Army in 2014/2015, although Cairo denies this. On May 22, 2022, the EAF celebrated the 40th anniversary of the first F-16 arriving in Egypt. Speaking at the event, the commander of the EAF, Lt Gen Mohamed Abbas Helmi, affirmed the Armed Forces General Command is keen to provide the Air Force with state-of-the-art multi-role fighter jets and aircraft as well as advanced navigation devices. Interestingly, a pristinelooking F-4E was part of the backdrop for the ceremony celebrating the 40th anniversary of the F-16, suggesting they might not all be retired. 48 August 2022 AIR International

A Lockheed Martin representative expressed his keenness to further joint co-operation between both parties in the future. Despite this, it seems unlikely the EAF will buy more F-16s to add to the 240 received in seven tranches since 1982 under the Peace Vector programme. The majority of these (138) were GE Aviation F110-GE-100-powered F-16C/D Block 40s, but the 20 Block 52s ordered in 2010, under Peace Vector VII, have Pratt & Whitney F100-PW-229s afterburning turbofans. Only eight of these were delivered in 2013, before the Obama administration embargoed further deliveries, after that year’s military coup. This restriction was lifted in early 2015 and handovers resumed that July. In January 2022, the US withheld $130m of military aid, 10% of the annual total, over human rights concerns. With this context, it is not surprising that Egypt has turned back to Russia as a supplier of fighters. In 2015, Cairo ordered 46 single-seat MiG-29M and dualseat MiG-29M2 Fulcrums along with 300 R-73 (AA-11 Archer) and 300 R-77 (AA-12 Adder) air-to-air missiles. All the MiGs were in service by 2020 and while at least two have been lost in accidents replacements have reportedly been supplied. The MiG-29s (and Rafales)

have a ‘buddy’ refuelling capability, making up, to some extent, for Egypt’s lack of dedicated refuelling aircraft, although two Airbus A330 Multi-Role Tanker Transports (MRTTs) were ordered in 2021. The MiGs add a further logistical and training burden to the EAF, although their reported assignment is the 104th Tactical Fighter Brigade, which previously operated the MiG-21s and should have institutional knowledge of Russian-designed equipment and its operation. The MiG purchase was followed by another for 24 Sukhoi Su-35S Flanker-Es, announced by the Russian media in March 2019, and worth around $2bn. Aircraft believed to be for Egypt have been seen at the Gagarin Aircraft Plant (KnAAPO) in Komsomolsk-on-Amur, Russia – two were even noted flying during a visit by Duma deputies this year. Whether they will be delivered remains uncertain, as the US has threatened to sanction Egypt under a 2017 law against doing business with Russian intelligence, military services and arms manufacturers. SIPRI’s arms transfer database describes the order status as uncertain and possibly cancelled at the end of 2021. Other reports suggest 17 of the 24 jets are complete and construction of the remainder continues, but the war in Ukraine makes it unlikely the transaction will be completed soon. The Ukraine conflict has also made it difficult for the EAF to maintain its MiGs and other Russian-made equipment. Lt Gen Helmy was due to visit India in early July and was expected to discuss the provision of spare parts for the Fulcrums, such as Klimov RD-33 engines, which Hindustan Aeronautics Ltd (HAL) manufactures under licence.

Looking west again Washington would, of course, prefer Cairo to buy American and donate its MiG-29s to Kyiv. At a hearing of the Senate Armed Services Committee on March 16, Gen Kenneth F McKenzie, former commander of US Central Command (CENTCOM), said: “In the case of Egypt, I think we have good news in that we are going to provide them with F-15s.” He added that Cairo had wanted Eagles for decades but the US had been slow to respond. So far, there has been no public notification from the Defense Security and Cooperation Agency (DSCA) of a possible FMS sale, which is normally the case. Surprisingly, Israel has lobbied for such a sale, anticipating Cairo would be sold a downgraded version of the Advanced Eagle, less capable than the US Air Force’s (USAF’s) F-15EX Eagle II and the Saudi F-15SA and Qatari F-15QA variants. This would pose no threat to Israeli air superiority but maintain a regional balance of power in North Africa and to Egypt’s south and east. In June 2022, reports circulated in Italian and international media that Egypt

Egypt’s initial Rafale order consisted of 16 twoseater DMs and eight single-seat EMs. The order made in 2021 is reportedly 18 EMs and 12 DMs to F3-R standard. A further order of Rafale F4s is a strong prospect Dassault Aviation/Anthony Pecchi

France has long been a valuable defence partner of Egypt, including participating in joint exercises, as illustrated by this C-135FR refuelling Mirage 2000s and Rafales Egyptian Air Force via Facebook

was on the verge of signing a contract with Leonardo for up to 24 Eurofighter Typhoons, as part of a $10bn-$12bn arms package, although this had not eventuated by time of writing. The deal was said to include 20 M-346 Master combat-capable trainers, as well as frigates and a satellite. Cairo is known to be searching for a replacement for its 120 CATIC K-8E trainers – many of which were produced locally by AOI/ACL Aircraft-Manufacturing Company at Helwan – and about two dozen Aero Vodochody L-39ZOs and

L-59Es acquired from Libya and the Czech Republic in the 1990s.

Southern threat Speaking during his inspection of the EAF’s combat units in the Western Military Command in July 2020, President al-Sisi told officers: “Be prepared to carry out any mission within our borders or, if necessary, outside our borders.” Today, Egypt is conducting a counterinsurgency campaign in the Sinai Peninsula and contributes peacekeepers

A MiG-29M2 deploys its brake chute on landing. The main MiG base is Wadi Abu Rish, to the south of Cairo, although detachments can be found elsewhere. Note the R-77 ‘Adder’ AAM under the wing Egyptian Air Force via Facebook

to the United Nations Multidimensional Integrated Stabilization Mission in Mali but has not undertaken combat operations outside the country since the brief border war with Libya in 1977. One potential source of future conflict is Ethiopia, where the Grand Renaissance Dam project on the Nile is causing tensions with Egypt, which relies almost entirely on the river for its water. Ethiopia is slowly filling the dam without any agreement with Cairo on the downstream effects. The Ethiopian Prime Minister Abiy Ahmed said no force can stop his country from building a dam. Facing the threat of Ethiopian Air Force-operated Su-27Ks, Egypt could use a long-range fighter equipped with BVRAAMs. Currently, the EAF relies on MICA for its Mirages and Rafales; AIM7M Sparrow for the F-16s and R-77 (AA12 Adder) for the MiG-29s, all of which are outranged by the R-27 (AA-10 Alamo) employed by Ethiopia’s two squadrons of Su-27K/UBK Flankers. Whether all or any of the Typhoon, Eagle and Flanker deals come to fruition remains to be seen, but it seems certain Egypt will continue to operate one of the most mixed fighter fleets on the African continent for some time to come. AI

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connection connection connection connection connection Connectivity in the air and on the ground is changing how business aviation works for pilots, cabin attendants, flight operations and maintenance, as Paul E Eden discovered

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ust prior to May’s EBACE show in Geneva, I joined Satcom Direct (SD) aboard its Gulfstream G550 for a demonstration of Intelsat’s FlexExec Ku-band satellite connectivity and SD’s own Plane Simple antenna. The system was impressive, even with 38 devices moving data simultaneously. I video-called our 17-year-old son. Connection was easy and call quality good, but he was deeply unimpressed, perceiving nothing remarkable about calling from a multi-million-dollar business jet. In today’s world, he’s correct. Connectivity has become a ‘go/no go’ for many business jet operators and principals. If the connectivity is down, the aircraft doesn’t fly. The requirement to access a full range of internet-based activity in the air is paramount and while video conferencing, live streaming and even gaming are the easily recognisable benefits in the cabin, connected jets also open up a world of possibility for crews.

What are the options? Connection is obviously the cornerstone of connectivity. The best solution depends on customer requirements, mission profile and aircraft size.

Cockpit connectivity is enabled through a variety of solutions, including satellite constellations. This computer-generated image depicts an Inmarsat I-6 Inmarsat

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For aircraft operating primarily in the world’s largest business jet market, the United States, Gogo Business Aviation’s air-toground service is a cost-effective, highquality option, but for those flying regularly outside the US, satellite communication (satcom) is generally a standard fit. Considered to be the gold standard, Ka-band connection from Inmarsat and Viasat provides the fastest speeds, followed by Ku-band provided by Intelsat, OneWeb and others, and then L-band, primarily from Inmarsat and Iridium. In its latest iteration, L-band might support streaming to a single device in addition to cockpit services, while Ka enables multiple devices to stream simultaneously. For many years the benchmark solution, Inmarsat’s SwiftBroadband employs L-band and, critically, the company’s SwiftBroadband-Safety (SB-S) and Classic Aero support mandated safety requirements. Alongside these essential functions, L-band still has considerable relevance to the cabin and cockpit, prompting Inmarsat to launch its enhanced SwiftJet service in May 2022. The International Civil Aviation Organisation (ICAO) requires that all aircraft operating over oceanic routes are equipped with baseline communication and surveillance services via SB-S, while Classic Aero sits behind Automatic Dependent Surveillance –

TailHail The brainchild of chief aviation officer James Moon, TailHail uses unique ‘sky-scanner’ AI technology and algorithms to monitor flight paths, empty legs and operators, allowing users to see routes and available legs in real time. Available through an online portal and an app that is likely to be available by the time this edition of AIR International is published, TailHail enables passengers to book charters directly with operators. “We’re shaping the business model around disruptive technology,” Moon said. “The app will appeal to a younger generation of customers, while remaining easy to use for everyone. There are lots of flight booking apps available, but ours is a user-tooperator platform, cutting out the broker stage. We approve our operators and then enable passengers to book a flight with minimal interaction. “We’re chasing first-time private flyers and businesses, plus we’ve had many clients come to us after bad experiences in the past. We even have people coming to us just to see how the tech works and to enjoy using it – and we have more innovations to come. TailHail offers the instant connection and easy access to resources that a new generation of wealthy, successful individuals has come to expect through services like Uber and Deliveroo.”

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“PostFlight automatically records engine times and cycles as well as flight log details as soon as an aircraft is shut down” Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC). Critical to new technology air traffic control (ATC) and advanced navigation systems, ADS uses GPS position data derived from aircraft systems and transmitted via datalink to a ground station. In the case of ADS-C that data is requested, while ADS-B (Broadcast) transmits a regular, automated burst of data to the ground, including aircraft position and route, speed, altitude, and weather information. Aircraft may pass ADS data via a universal access transmitter data link with the ground or, more recently, via satellite; Aerion offers an Iridium-based solution, for example. The safety benefits of ADS-B are manyfold, but it critically enables ATC to know exactly where aircraft are, even in airspace without primary radar coverage; the system also helps facilitate efficient, fuel-saving routings. Aircraft with suitable ADS-B systems may receive, as well as transmit, data, meaning the pilots of an ‘ADS-B In’ equipped business jet over the Atlantic, for example, will ‘see’ all the aircraft around them, complete with detailed information on their status and intent. Safety on board may be further enhanced when operators take precautions in case of inflight medical emergencies. A subscription to MedAire’s MedLink, for example, enables cabin crew to speak with doctors on the ground. Aircraft carrying the associated

RDT Tempus IC2 provides crews with the option of ‘hooking’ a sick passenger up to the equipment so that hospital quality data on parameters including blood pressure and heart rate may be transmitted to the ground, informing a live video consultation. The IC2 connects with the cabin Wi-Fi, after which the aircraft’s connectivity suite, typically including satcom, does the rest.

Connected cockpit Modern bizjet cockpits are undoubtedly impressive. Depending on the manufacturer and equipment fit, a peek upfront might reveal sidestick controllers, a headup display or two, large screens and a surprising paucity of switches, plus, as often as not, iPad holders. The iPad replaced the electronic flight bags that gradually ousted paper from business and commercial aircraft cockpits during the 2000s. Usefully connected to the aircraft Wi-Fi, the iPad contains all the briefing materials and information more traditionally found in a pilot’s case, with the added benefits of receiving fresh information inflight. Changes

to flight plans may be uploaded from the operations desk at base, along with updates on weather, airfield information and even maintenance. The iPad therefore adds an additional screen, but one that delivers considerable operational advantage. Passengers’ hunger for data is entwined with the ability of connectivity providers to deliver it and that’s no less the case in the cockpit. Recognising the possibilities offered by faster connections, Honeywell has taken the connected cockpit concept to new levels with Anthem. It effectively delivers all the information that is traditionally on the iPad to the cockpit screens, updated through a connection to the cloud. Pilots still perform their due diligence before every flight but, rather than working on the iPad, they upload their flight plan and other data to the cloud via Mission Manager. It is then downloaded as soon as the aircraft itself connects. Once the aircraft is online, the pilots may communicate with it directly, checking its fuel levels even before they leave home or the hotel room, for example. Equally useful, they may include easily forgotten details into their uploaded brief so that Anthem is able to prompt the transmission of a message to the ground at a particular point in the flight – to a caterer perhaps, telling them where the aircraft will be parked for replenishment on arrival. The reverse is also true. Authorised staff may message the crew so the jet alerts them to operational challenges. Being forewarned of catering delays, for instance, can make all the difference to the passenger experience. Anthem does not rely solely on satcom; it will also connect via air-to-ground,

Mirai Flights Building on the industry experience of its founders CEO Irakli Litanisvhili and nonexecutive director Evgeny Chuprov, Mirai Flights aims to deliver an automated IT solution to business aviation flight bookings. A spokesperson explained the Mirai Flights approach: “In a smooth, stress-free process the user opens the app, chooses a flight, pays and flies. Mirai Flights is the only service to offer pre-payment – we deliver payment to the operator, helping them optimise their service. “We also sell empty legs directly to our clients, using AI technology that sends an immediate notification when an empty leg becomes available. This has sustainability benefits and since launching in February 2021 we’ve saved more than 300 tonnes of CO2.” Not unlike TailHail, Mirai Flights targets a new type of business aviation user, one that is concerned that the service they are booking is completely safe and delivered by an approved operator but is keen to book it themselves, quickly and simply. “Our target audience is mainly aged under 45, people looking for a quicker option than going through a manual booking procedure. Ultimately, they still want an exceptional experience, and we have plenty of in-house expertise and understanding of the luxury segment, so we can deliver service to the highest standard. We are not re-inventing business aviation, we are digitising and optimising well-established processes. We want to change the existing dynamic, where a client runs after an operator, to one where operators run after profitable flights,” the spokesperson concluded.

CLOCKWISE FROM TOP LEFT: The iPad has come to symbolise the connected business aviation cockpit Satcom Direct Data from the Pratt & Whitney Canada PT6E-67XP turboprop powering the Pilatus PC-12NGX is gathered during flight and downloaded to the engine manufacturer upon landing Pilatus Mirai Flights aims to deliver the most rapid private flight booking experience possible Mirai Flights Rolls-Royce uses downloaded Engine Vibration Health Monitoring Unit data to inform the digital twin of its Pearl business jet turbofans Rolls-Royce TailHail uses AI technology and algorithms to monitor flight paths, empty legs and operators and enables passengers to book charters directly TailHail

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traditional VHF and, on the ground, mobile phone networks if the aircraft is suitably equipped. In the event of there being no cockpit connectivity, it enables the aircraft to be flown in complete safety, with data updated to and from the cloud as soon as connection is restored. However, when highspeed connection is made, Anthem also enables secure access to the internet via any of the cockpit screens. Providing the option for a spot of browsing in the cockpit may at first seem frivolous, but when crews work effectively together, considerable advances in safety and efficiency are possible as a result. During the height of the COVID-19 pandemic, crews were subject to regular flight plan changes in the air. It was not uncommon to be rerouted to an alternative destination, occasionally more than once, because of local health restrictions. If the diversion was to an unfamiliar airfield, then the possibility for one pilot to watch over the aircraft while the other assesses the new destination is invaluable. Live webcam feeds are available from many airports and a few minutes studying airport geography and conditions can make all the difference to a stress-free arrival for pilot and passengers alike.

Flight planning Separate to Anthem but offering optimised performance alongside it, Honeywell Forge is a flight planning and management tool enabling the most efficient routes possible, CLOCKWISE FROM TOP LEFT: Data generated by the Pearl 700 is gathered by the EVHMU and transmitted to Rolls-Royce via the Gulfstream 700’s connectivity Rolls-Royce Honeywell’s Anthem cockpit has cloud connectivity, enabling game-changing functionality Honeywell Connectivity fuels an evolving ecosystem of possibility. In September 2021, for example, SD announced the integration of Polaris AeroFlight Risk functionality into SD Flight, allowing the operations personnel and crews of Polaris-subscribing customers to access high-level risk analysis data with a single click Satcom Direct Satcom Direct uses this G550 to trial and demonstrate its connectivity solutions Satcom Direct Informed in part by data gathered in flight, Rolls-Royce runs a 24/7 Business Aviation Availability Centre Rolls-Royce

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bearing in mind that these can easily differ from day to day depending on influences such as weather and other environmental factors and airspace restrictions. Customers may add other services to Forge, including options for data link provision, ensuring connection for critical operational systems. An agnostic provider of connectivity, SD bases its suggested solutions squarely upon the experience the customer expects to achieve, including their ambitions for cockpit and crew connection. Unusually, though, SD also offers a comprehensive suite of connection-enabled tools, including SD FlightDeck Freedom (FDF), a combined data link and flight communications package. Ensuring aircraft data is shared and synchronised between flight departments and crews, FDF enables optimised flight

operations. Ironically, it also allows the crew to monitor how the aircraft’s connectivity is being used (a facility that may be useful for billing purposes and diagnostics in the event of a device not connecting, performing poorly or consuming more data than expected), alerts crews of potential coverage losses, and notifies them with airspace and weather information. Recently announced as the default datalink for Gulfstream’s G500, G600 and G650ER, FDF is compatible with all avionics systems and SiriusXM Aviation Pilot Pro, which provides weather and other services via satellite to pilots over huge swathes of North America, and a Telemedicine Service with Aircare International. This year marks SD’s 25th anniversary, a remarkable achievement for a provider of satcom solutions but equally notable for its SD Pro flight and communications operations package, which has a history almost as long as the company’s. Regularly updated and today compatible with desktop, laptop, tablet and smartphone, SD Pro gathers key operational

“Once the aircraft is online, the pilots may communicate with it directly [via Anthem], checking its fuel levels even before they leave home or the hotel room, for example” data from multiple sources into an easy-touse dashboard. Modular to better suit customer requirements, SD Pro may be configured with PreFlight, InFlight, PostFlight and Connectivity Management modules. PreFlight gathers the data required for efficient flight planning, including aircraft and crew availability, ground transportation requirements, catering and documentation. InFlight gathers data automatically transmitted from the aircraft in flight to maintain a detailed overwatch, while PostFlight automatically records engine times and cycles as well as flight log details as soon as an aircraft is shut down. The information is essential for operations and maintenance departments, while accurate data also enhances an aircraft’s records, which are important to its resale value. Connectivity Management allows real-time monitoring of onboard connectivity throughout the flight.

Maintenance bonus Another key SD PostFlight advantage is its ability to share relevant data with MRO providers and engine manufacturers. The latest jet and turboprop business aircraft are increasingly enabled for predictive maintenance, where sensors gather data for subsequent download or transmission in flight. Data from the Pratt & Whitney Canada PT6E-67XP turboprop powering the Pilatus PC-12NGX is gathered during flight and downloaded to the engine manufacturer when the aircraft connects to a suitable network on landing. Pratt & Whitney Canada uses the data for trend monitoring and predictive maintenance, pre-empting potential issues and offering solutions. At an even more comprehensive level, RollsRoyce equips its latest business aviation turbofans with an Engine Vibration Health Monitoring Unit (EVHMU). On the Pearlengined Bombardier Global 5500 and 6500, or forthcoming Gulfstream G700 and Dassault Falcon 10X, the EVHMU gathers data on approximately 10,000 parameters per engine and transmits it directly to the OEM. The result is a careful observation of trends compared to a digital twin, accurate predictive maintenance

and gigabytes of useful data helping inform future developments. Remarkably, technicians may even diagnose faults through two-way communication with the EVHMU, ensuring that if something does go wrong, when RollsRoyce’s AOG technicians arrive they know the fault and have the tools and parts to fix it. The concept of remote diagnosis easily extends easily to communications systems themselves. Interrogating a faulty router remotely is a simple process and fixing it remotely is possible more often than not. And since connectivity systems are largely software driven, updates are delivered over the internet or from memory cards. Indeed, even Inmarsat’s SwiftJet, a dramatic upgrade compared to SwiftBroadband, is installed by the simple insertion of a new card into a router. Connectivity has transformed flying operations, but it is also important to consider the wider implications of easy internet access and the proliferation of personal devices on the wider business aviation industry. Typically rather fragmented, traditional and deeply conservative, business aviation is unique, but over the past handful of years, a proliferation of apps has begun to change how customers interact with business aviation providers. There will always be a place for personal service, but flight

booking apps, apps for charter brokers and operators, even apps for freelance aircrew and operators looking to crew a flight, are now part of the business aviation ecosystem. The industry has always combined the unique ability to fly from almost anywhere to almost anywhere else in comfort and safety. Connectivity has added a new dimension to those characteristics, in the cockpit, in the cabin and on the ground.

Checking In How secure do you consider aviation connectivity and why? Share your view at [email protected] under the subject heading Checking In.

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Finding the

Fulcr Russia’s MiG-35 is currently being viewed as an increasingly hard to sell combat jet, not only to the domestic military, but also to export customers. Alexander Mladenov reports

T

he only known seriesproduction order for the classic MiG-35 fighter, placed by the Russian Ministry of Defence (MoD), is negligibly small, accounting for six aircraft, with deliveries completed in 2021. In turn, export customers have so far voted to purchase the less-advanced 56 August 2022 AIR International

MiG-29M/M2 derivative, taking no fewer than 60 aircraft between 2017 and 2021. The long-delayed MiG-35 project, in the form it exists today, has emerged thanks to the funding support from the Russian MoD, with a development programme launched at Russian Aircraft Corporation MiG (RAC MiG) in 2014. This new MiG-29 (NATO reporting name Fulcrum) version was to meet domestic needs for a

‘Gen 4++’ lightweight multi-role fighter and the effort was fully funded by the Russian military. The expectations at the time were that this vastly enhanced Fulcrum derivative would be well capable and positioned to replace the majority of the older versions of the classic Russian fighter type, still in active service with the Russian Aerospace Forces (RuASF). The first pair of newly-built MiG-35s – referred to

rum In 2014, the MiG-35’s development programme was at last given a much-needed funding boost by the Russian MoD. The initial pair of newly built examples – referred to as pre-production aircraft and earmarked for use in the type’s exhaustive testing and evaluation effort – is known to have taken to the air for the first time in November 2016 Rosoboronexport

as pre-production aircraft and earmarked for use in the type’s extensive developmental testing and evaluation effort – took to the air for the first time in November 2016. On completion of the testing works, conducted at the RuASF’s flight-test centre, the 929th GLITs in Akhtubinsk, an order for 30-plus aircraft was originally expected to be placed in late 2018 or early 2019, but has never materialised.

The only RuASF order In fact, only six MiG-35s – including four single-seaters and two two-seaters – were ordered by the Russian MoD in August 2018 in addition to two pre-series aircraft. Ordered in February 2017 and taken on strength by the RuASF in 2019, the pre-series aircraft (serialled Blue 10 and Blue 11), were earmarked for supporting the expanded flight testing

and evaluation programme. The so-called initial production batch of six MiG-35s was also intended to initially join the type’s testing and evaluation programme and then to be introduced in experimental operation. At the same time, a largescale order for the type was expected to be placed by the Russian military. According to the official information released in August 2019 from RAC August 2022 AIR International 57

THIS IMAGE: On completion of the MiG-35’s development and testing effort, an order for 30-plus examples for the RuAF was originally expected to be placed in late 2018 Russian MoD BELOW: The Klimov RD-33MK engine, powering the MiG-35 and MiG-29M/M2 derivatives, is rated at 19,836lb st at full afterburner, while time between overhaul is 1,000 hours and the service life is set at 4,000 hours Alexander Mladenov

BELOW FROM RIGHT: The MiG-35 features a newly introduced sophisticated self-protection suite, including the L-150 Pastel radar warning receiver. There is also the MSP-418K jammer pod offered for this Fulcrum derivative, seen in the foreground Alexander Mladenov The enhanced aerodynamical configuration of the export-orientated, pumped-up Fulcrum – unveiled at MAKS-2019 and showed again at MAKS-2021 – has redesigned extended-area vertical fins with the rudder placed flush with the trailing edge and cropped top surface instead of the original canted downwards design Alexander Mladenov The T220 pod, seen here suspended under the starboard engine nacelle, was built to be used for target detection and identification as well as for the designation of laser-guided munitions Alexander Mladenov This is one of the two pre-series MiG-35s, serialled Blue 11, built in 2019, seen here positioned behind a wide array of guided air-to-surface ordinance integrated, or intended for integration on the newgeneration Fulcrums for the RuASF Alexander Mladenov

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MiG, the MiG-35 configuration for the RuASF was scheduled to complete the rather protracted joint state testing effort not before the end of 2021, but this was believed to have happened in the first half of 2022. The first four MiG-35s from the August 2018 order for six aircraft for the RuASF were delivered in 2020 and the remaining two examples followed in 2021. Ilya Tarasenko, then director general at RAC MiG, told Russia’s RIA Novosti state-run news agency in June 2019 that a follow-on order for an undisclosed number of MiG-35s was expected soon. He claimed these aircraft would be scheduled to replace the fleet of RuASF’s ageing first-generation Fulcrums delivered before 1990. However, as of April 2022, no follow-on orders for new-generation Fulcrums have been placed by the Russian MoD and the six-strong initial batch was eventually earmarked to replace the first-generation MiG-29s operated by the Strizhy (Swifts) air display team, a component unit of the RuASF’s 237th Air Display Centre, stationed at Kubinka airfield near Moscow. This was first revealed in March 2017 by Lieutenant General Andrey Yudin, then CO of the RuASF’s air force arm, but the handover of the newly built aircraft to the Strizhy team has been seriously delayed and is now expected to take place this year. It seems there is no clear place and role defined at present for the lightweight MiG-35 in the RuASF’s Frontal Aviation arm, whose fleet is currently dominated by the Su-35S and Su-30SM heavyweight multi-role fighters. It is also noteworthy that the three frontline fighter regiments, operating the vast majority of the MiG-29s and MiG-29SMTs, traded their Fulcrum fleets for new-build Su-30SMs between 2014 and 2018, leaving the RuASF arm with only one active frontline squadron flying legacy MiG-29s (stationed at Erebuni airfield in Armenia) in addition to two more of the Astrakhan-based combat training centre, equipped with a mixture of legacy Fulcrum single and two-seat versions in addition to new-build MiG-29SMT/UBTs. At the same time, there is no information on any new

The new developments around the MiG-35 programme, revealed at the MAKS-2019 show and aimed at export customers, were centred on the extensive structural redesign of a demonstrator aircraft equipped with an AESA radar, developed by the Phazotron-NIIR company, known as the Zhuk-A/AM Alexander Mladenov

And a MiG-35 on steroids breaks cover At MAKS-2019 aerospace exhibition in Zhukovsky near Moscow in August 2019, RAC MiG showcased a further pumped-up export derivative of the new-generation Fulcrum, promoted by the company as its definitive ‘Gen 4++’ multi-role fighter. RAC MiG director general, Ilya Tarasenko, claimed at the unveiling that the new Fulcrum derivative also uses some technologies inherited from fifth-generation fighter design. He has confirmed that this ‘MiG-35 on steroids’ derivative is touted as a contender in the ongoing tender in India for the procurement of 110 advanced fighters. The latest MiG-35 configuration sports extensively redesigned larger-area wings combined with extended-area vertical fins with rudder mounted flush with the fin trailing edge. confirmed export orders for this Russian classic and the RAC MiG’s near and medium-term chances to secure more business remain increasingly slim.

New design at a glance Within RAC MiG, the internal designation of the two sub-versions of the MiG-35 built for the RuASF are Model 9-41SR for the single-seater (apparently dubbed MiG-35S) and 9-47SR for the two-seat derivative, also known as the MiG-35UB. In contrast to the classic Fulcrum family – where the single and two-seat variants have significant airframe structure and mission avionics differences – both the ‘Gen 4++’ single and twin-seaters share a common airframe structure and even the same single-piece canopy design in addition to exactly the same mission avionics suites and ordinance. Space occupied by the second cockpit in the two-seat derivative is used to

The fins feature cropped top surfaces instead of canted downwards design, the so-called square fins. These design alterations were most likely introduced to further enhance the aerodynamic performance and improve the aircraft’s controllability at high angle-of-attack. Tarasenko noted that this latest MiG-35 derivative aimed at export customers boasts a further refined airframe design and comes powered by uprated Klimov RD-33MK engines. He also said that the pumped-up Fulcrum is set to be fitted with a new-design modular avionics suite and, as well as the Zhuk-A/AM AESA radar, a T220 targeting pod and a Russian-made extra-wide field of view HUD. Tarasenko claimed that the newly-added AESA radar is capable of simultaneously tracking up to 30 air targets. accommodate an additional 400-litre fuel tank on the single-seater. The MiG-35S inherited a major share of the design features of the shipborne MiG-29K/KUB, developed and tested in the second half of the 2000s, including the airframe design, powerplant, general systems and most of the avionics suite. The airframe incorporates about 15% composite materials and its service life is set at 6,000 hours or 40 years, whichever is reached first. The list of the design novelties inherited from the MiG-29K/KUB includes the larger wings – with increased span and area – as well as the beefed-up undercarriage, while the dorsal spine terminates in a beaver tail. The extensive wing mechanisation has large doubleslotted trailing-edge flaps, double-slotted leading-edge slats and drooping ailerons in addition to the so-called Krueger flaps (small leading-edge vortex controllers August 2022 AIR International 59

extending from the wing root). These are used for low-speed stability improvement, by reducing oscillations on the glide path during landing approach. The combination of the expanded wing area and highly automated mechanisation results is a considerable reduction in approach speed, offering a comfortable angle-of-attack for the pilot on the final and while touching down. The quadruple-channel digital fly-by-wire (FBW) flight control system provides envelope protection, autothrottle and in-flight loads alleviation and also has a specific mode for improving stability and controllability during air-to-air refuelling. The FBW system affords fully automatic lift control at all flight regimes, via continuous in-flight scheduling of the slats, trailing-edge flaps, Krueger flaps and tailplane, depending on the angle-of-attack and Mach number, and without trim changes felt by the pilot. The internal fuel tanks were made much roomier than those of the baseline Fulcrum, holding 11,463lb of kerosene, equal to 6,666 litres, and the fuel system includes a conformal dorsal tank, holding 858lb or 500 litres in the fuselage mid-section

It is not yet clear if the MiG-35s built for the RuASF will get the T220 targeting pod, developed by the Moscow-based NIIP company, featuring the same sensor outfit as that of the nose-mounted OLS-UEM Rosoboronexport

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aft of the cockpit. The single-seater also has a 1,082lb internal tank housed just behind the cockpit, while the two-seat derivative has it in the rear of the cockpit, so its internal capacity is seven per cent less than that of the single-seater. The new-generation Fulcrum can carry a 2,150-litre underfuselage fuel tank as well as up to four underwing 1,150-litre drop tanks and also features a fully-retractable inflight-refuelling probe to the port side of the windshield. Powered by the same engines as those on the shipborne MiG-29K/KUB, the Klimov RD-33MK afterburning turbofans are rated at 11,902lb (52.97kN) at military power and 19,836lb (88.3kN) at full afterburner, each. The engine service life is set at 4,000 flight hours while the time between overhauls (TBO) has been extended to 1,000 flight hours. The engine intakes are fitted with simple and lightweight protective grills to prevent foreign object damage on take-off and landing.

The ‘glass’ cockpit layout of the MiG-35, built for the RuASF, is dominated by the IKSh-1M monochrome Head-Up Display (HUD) with 26° field of view, augmented by three MFI-10-7 colour liquid-crystal displays for flight/navigation, targeting and system status information as well as digital terrain maps and targeting data.

New mission avionics suite The pumped-up Fulcrum derivative for the RuASF also comes outfitted with the Phazotron-NIIR Zhuk-M (Zhuk-ME for the export customers) radar with a mechanically scanned slotted-array antenna, the same as that installed on the MiG-29KR/KUBR version built for the Russian Naval Aviation arm. The radar works in both air-to-air and air-to-surface modes, and has a multiple-target engagement capability, with a claimed maximum detection range of about 81nm and acquisition range of 65nm against fighter-size targets (with radar cross section of 5m²). In the air-to-surface mode, its maximum detection range against large ships reaches 161nm. The Zhuk-M can track up to ten air targets and provide data for the engagement of four of these with R-77-1 active radarguided missiles for

beyond-visual-range (BVR) engagements, while the set of air-to-surface modes also includes high-resolution terrain mapping. Ground and sea target positioning accuracy is advertised to be within 16ft, while resolution in the air-to-surface mode is within 10ft. The weapons control system incorporates the new OLS-UEM optronic system, also borrowed from the MiG-29KR/KUBR, installed in front of the windshield. Capable of operating 90° left and right (in azimuth), 15° below and 60° above the aircraft centre-line (in elevation), it integrates electro-optical and infrared sensors, together with a laser rangefinder/ designator. In the air-to-air mode, the OLS-UEM system is claimed to be capable of detecting and automatically tracking air targets in tail-on engagements at a maximum distance of 24nm, while its head-on detection range stretches to 8nm. The embedded laser rangefinder is useful in attacks against air and surface targets and has a range of up to 8nm. The pilot is also equipped with the NSTs-T helmet-mounted cueing system. During its January 2017 official presentation, the MiG-35 for the Russian military was also displayed equipped with the indigenous T220 optronic targeting pod, supplied by the Moscow-based NIIP company, sporting exactly the same sensor outfit as that integrated in the nose-mounted OLS-UEM system. It is intended to be used for target detection and identification as well as for the designation of laser-guided munitions, but as of April 2022, no details have been released on its readiness to enter regular service with the RuASF. The new-generation Fulcrum derivative for the RuASF also features a newly introduced sophisticated self-protection suite similar to that of the Su-35S, incorporating the L-150 ‘Pastel’ radar warning receiver in addition to the OAR missile approach warning system (with six ultraviolet sensors for providing spherical coverage) plus a pair of laser warning sensors of the OLO system placed in the wingtips. The MSP-418K radar jammer pod is also integrated into the aircraft’s self-protection suite. According to RAC MiG sources, non-specified measures are being taken to reduce the aircraft’s infrared and radar signature, thanks to the use of special coatings. Weapons are carried on eight underwing hardpoints, including the entire arsenal of Russianmade air-to-air and air-to-surface guided munitions. Maximum warload weight is 13,224lb,

This is the first pre-series MiG-35S, a single-seater, delivered in 2019 to the RuASF for participation in the extended flight-testing programme Rosoboronexport

with the four inner hardpoints made ‘wet’ for carrying 1,150-litre external tanks, in addition to a 2,200-litre tank accommodated between the engine nacelles. The aircraft also has an in-flight refuelling probe and can be deployed as a ‘buddy-buddy’ tanker for refuelling other tactical combat aircraft, toting the PAZ-MK refuelling pod accommodated between the engine nacelles in addition to four external tanks under the wings. The air-to-air weaponry is represented by the R-77-1 BVR active-radar guidance missile. The R-74M, a highly agile missile fitted with infrared seeker, is used for within-visual-range (WVR) air combat. The MiG-35 also retains the 30mm GSh-301 single-barrel gun with 150 rounds. The list of the air-to-surface guided munitions includes Kh-29 missiles in the two versions (equipped with TV and laser guidance systems and dubbed Kh-29T and Kh-29L), in addition to the all-new Kh-38 modular missile able to use a variety of different guidance systems, as well as the Kh-35U and Kh-31A anti-ship missiles and the Kh-31P/PD high-speed anti-radar missile. It is also advertised as capable of using the new-generation satellite, laser and TV-guided bombs of the KAB series in addition to the family of Grom new-generation guided glide munitions.

Export sales Today’s MiG-35 touted for export customers is regarded as a very different beast from the aircraft wearing the same designation and unveiled for the first time to the public by RAC MiG some 15 years ago, when it was proposed for participation in the Indian Medium Multi Role Combat Aircraft tender, but without success. In 2007, the fighter manufacturer began marketing a company-funded demonstrator – designated before the MiG-29M – as MiG-35, offered for export, equipped with the brand-new Zhuk-A active electronically scanned array (AESA) radar, but failing to attract any interest from export customers. In turn, the MiG-29M/M2 is a simplified land-based export derivative of the new-generation Fulcrum, which proved

MiG-35S specification Dimensions Length Wingspan Height Areas Wing area Weights Normal take-off Maximum take-off Maximum external stores load Performance Maximum speed at sea level Maximum speed at high altitude Ceiling Ferry range on internal fuel Ferry range with three drop tanks Rate of climb Number of hardpoints

56ft 9in (17.3m) 39ft 4in (11m) 14ft 5in (4.4m) 460sq ft (43sq m) 40,884lb (18,550kg) 54,013lb (24,500kg) 14,326lb (6,500kg) 756kt (1,400kph) 1,134kt (2,100kph) 52,480ft (16,000m) 1,080nm (2,000km) 1,620nm (3,000km) 47,232fpm (240m/s) 9

commercially successful, with sales made to Egypt and Algeria. Based on the airframe and general systems of the shipborne MiG-29K/KUB, with the tail hook and folding wings deleted, this new derivative – otherwise externally similar to the RuASF MiG-35S/UB – features an export-standard avionics outfit and weapons. Initially, its marketing effort had been fruitless – the only customer in the second half of the 2000s was Syria, which placed a firm order for 12 aircraft, with delivery scheduled for between 2010 and 2012. However, these new-generation, export-standard Fulcrums have never been delivered due to the outbreak of the devastating civil war there. Only two examples from the ill-fated Syrian order were built by RAC MiG in 2011, including a single-seater designated MiG-29M (wearing the serial 747) and a two-seater dubbed MiG-29M2 (serialled 741). These machines saw extensive participation in various flight trials and were used for customer demonstration purposes at RAC MiG. The MiG-29M/M2 – a new-generation multi-role export derivative – was at last launched into production for Egypt, which placed an order for 46 aircraft in 2015. Priced at about US$2bn, the August 2022 AIR International 61

This is the two-seater Fulcrum, known to have been the first to get the MiG-35 designation during 2007. Developed on the basis of one of the MiG-29M’s original prototypes, serialled 154, it was used for demonstrator purposes during the Indian MRCA fighter competition Rosoboronexport

first aircraft covered by the contract were delivered in 2017 while the last of the ordered Fulcrums were taken by the Egyptian Air Force in 2019. The version built for Egypt differs from the RuASF’s MiG-35 configuration by its export-standard mission avionics, such as the radar, electro-optic targeting system, communication system, electronic warfare system and identification friend-or-foe system. Algeria is the second MiG-29M/M2 customer, with an order for 14 examples placed in 2019 and deliveries taking place in 2020 and 2021. No further details are known on the configuration or features of the Algerian Fulcrums as the deal is shrouded in secrecy and official Russian sources remain tight-lipped about it.

Serious blow As for the export prospects from 2022 onwards, increasingly strict sanctions imposed by the US and others are expected to cause a gradual shrinking of

The initial pair of newly built MiG-35s – referred to as pre-production aircraft and earmarked for use in the type’s exhaustive testing and evaluation effort – took to the air for the first time in November 2016 UAC

the MiG-29M/M2 and MiG-35 potential customer base in the immediate future. Moscow’s decision to invade Ukraine on February 24, 2022, delivered another serious blow to the already slim export chances of the new-generation Fulcrums. There is a multitude of factors that are currently impeding the export of the MiG-29’s advanced derivatives as most potential customers are under threat of sanctions that may be

Space occupied by the second cockpit in the MiG-35UB two-seat version built for the RuASF, seen here, is used to accommodate an additional 400-litre fuel tank on the single-seater Alexander Mladenov

62 August 2022 AIR International

imposed via the Countering America’s Adversaries Through Sanctions Act (CAATSA) adopted in 2017. This act obligates the imposition of US sanctions against any country that places large-scale orders for weapons made in Russia. In turn, other customers – who do not fear CAATSA sanctions, but have limited procurement budgets – are expected to opt for second-hand MiG-29s. There are also potential customers with bigger budgets that may opt for purchasing the Su-30SMEs or Su-35s heavyweight fighters. At the same time, the MiG-35’s prospects for large orders to equip the RuASF remain bleak – particularly in light of recent MoD fighter orders (signed in 2021) covering deliveries of the more capable and combat-proven Su-35S and the Su-30SM2 models, as these enhanced Flankers are still being offered at affordable prices for domestic use.

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Mind

games A new study aims to use pilot psychology to tackle go-arounds in the business aviation sector, as Chris Smith reports

“The culture and leadership philosophy within a company can profoundly affect the psychology behind pilot decision making” Interior of a G500 simulator. The G500 is one of the models the FSI/Presage Group study will look at FlightSafety International

lying a go-around is one of many manoeuvres that pilots are trained to initiate in a matter of seconds, relying on ingrained procedures that are regularly practised. Used when landing would not be the safest option, the go-around involves abandoning an approach and attaining a safe altitude by climbing away from the approach path. Yet despite this well-structured and rehearsed

F

procedure, avoidable approach and landing accidents (ALAs) occur. Determining why preventable events happen can be tricky. A pilot may choose to perform a go-around for a variety of reasons. These include being unable to see the runway at the decision altitude on a manually flown approach, or an air traffic controller detecting a separation violation with an aircraft on the runway and instructing the pilots to go-around. In such

cases, the decision to land or not to land is clear and leaves little room for ambiguity. This should still be the case when the aircraft trajectory is outside of the prescribed speed and profile tolerances, which occurs when an approach is classified as 'unstable'. Data suggests that while 97% of commercial flights end in a stable approach, a similar percentage of unstable approaches end in a landing, raising the question of what else the August 2022 AIR International 65

industry can do to reduce the frequency of the go-around manoeuvre.

Reliance on the pilot mindset Other than in very low visibility, the landing manoeuvre is entirely manual, as is the deployment of flaps and landing gear. Flight crews are taught to be resilient and to deal with the unexpected, but could these traits be detrimental when faced with a poorly managed approach and a 'I can fix it' mindset? Understanding this enigma requires a better understanding of pilot psychology during the approach, as well as how suboptimal decision

focused on multi-crew pilot operations in Gulfstream business jets.

A pilot first and foremost The Presage Group was established in 2005. CEO and co-founder Dr Martin Smith pursued a PhD in Psychology after working as a flight dispatcher and airline pilot, studying clinical psychology and focusing on personality traits and pilot characteristics. His doctoral thesis examined more than 1,000 pilots over a

“Pilots of privately owned jets are likely to have a close relationship with the aircraft owner, which may create pressures that are uncommon on an airline flight deck” five-year period and led to the "backbone" of what is known as Presage Intellectual Property (IP), the tool the company uses with its customers. The IP, according to Smith, is about “hunting” and “unpacking” non-compliant events. He explained: "It only needs to find a compliance requirement, then we overlay the error conditions with our IP.” While the solution has been rolled out across sectors as diverse as food manufacturing and utilities, Smith admits

making can develop and be influenced by impaired situational awareness. Software specialists the Presage Group and aviation training and flight simulator supplier FlightSafety International (FSI) have collaborated to identify and mitigate risk for business aviation pilots during approach and landing. Presage, a Canadian firm, assists businesses in identifying and reducing human-induced error in procedure-driven workplaces and has collaborated with FSI on two studies. Initially, a partnership was forged with the Citation Jet Pilots Owner Pilot Association (CJP), which concentrated on risk reduction in a single pilot environment, while the second study 66 August 2022 AIR International

that aviation is still his passion and considers himself to be a pilot first and a psychologist second. Presage turned its attention to approach and landing risk management about a decade ago, following an enquiry from independent non-profit the Flight Safety Foundation, which felt a scientific solution was required to address such a serious safety issue. The company now assists in the implementation of operational transformation and works with “a couple of dozen airlines,” its CEO said.

Past experience as data The process is entirely dependent on accurate data and at the heart of the data sampling process is a detailed questionnaire sent to pilots. Kept confidential and anonymous, it takes about 30 minutes to finish and “leaves no stone unturned”, Smith said. It even poses similar questions in a variety of styles, allowing some data points to be validated for accuracy. The questionnaire delves into participants' past experiences, asking them to recall when they previously flew an unstable approach and what happened as a result. Smith emphasised that the Presage Group's solutions are tailored to each client, adding a light-hearted "don't try this at home" caveat.

He noted that if two operators operated similar types and were based in similar locations, risk profiling similarities would likely fall short of 60%, with the remainder influenced by company culture. Understanding such culture and the leadership philosophy within a company, which can profoundly affect the psychology behind pilot decision making, is of great importance. Data retrieval also relies heavily on flight data monitoring (FDM), which captures flight path trajectories and provides a detailed overview of operational habits and trends during approach and landing.

Pilot insight In addition to the questionnaire and FDM, Presage forms working groups with pilots of all levels of experience to discuss and outline ideas and suggestions for changes to standard operating procedures (SOPs). Such gatherings are thought to be extremely effective at making pilots feel valued and empowered to contribute to meaningful procedural change. Piyush Gandhi, VP for operations and business development at Presage Group, said he had witnessed insightful exchanges in which inexperienced airline cadets shared meaningful and creative ideas for developing SOPs. At the same time, he acknowledged that it can be CLOCKWISE FROM LEFT: Classroom matrix training from FSI “empowers aviation professionals with the calmness and composure needed for all situations”, the firm says FlightSafety International Richard Meikle, FSI’s executive vice president, safety and regulatory compliance FlightSafety International With a background in aviation, Presage Group CEO and co-founder Dr Martin Smith considers himself to be a pilot first and a psychologist second Presage Group Interior of a G650 simulator FlightSafety International A schematic presentation of the Presage IP model Presage Group Exterior of FlightSafety International’s Savannah Learning Centre, which houses the Gulfstream simulators that are used in the study FlightSafety International

a “very humbling experience” for highlevel management to admit they have a problem with procedural compliance. In this environment, the Presage Group has the potential to effect change, he said, although for some in key management positions, letting go and allowing a third party to potentially uproot long-standing procedures can be a daunting prospect. Smith added that the company has carved out a niche within aviation in which no competitor can use a comparable "empirically validated measurement tool”. Unlike some educational institutions, which may create surveys, no other organisation can take data collection a step further and build procedural transformation for operators, he stressed.

The Gulfstream study For many years, FSI has been a leader in Gulfstream pilot training, and the study makes use of both privately owned aircraft and aircraft used commercially by charter operators. The research will focus on the G500, G600, and G650 models. The latter, according to Richard Meikle, executive vice president, safety and regulatory compliance at FSI, is the only type in the trio with a traditional control column, as opposed to the more modern sidestick controller. As column movement is replicated and clearly visible to the monitoring pilot, the traditional control column gives the monitoring pilot a much better understanding of the type and magnitude of inputs made by the flying pilot. Since the flying pilot's sidestick inputs are not replicated on the controller next to the monitoring pilot, this creates what Meikle describes as a “lack of visual feedback”. The two cockpit design styles are naturally expected to produce some nuances in the research study, allowing data to be compared. Pilots from the three types that train at FSI will be invited to participate in the study, with a 2,000-strong pool of participants expected. Gandhi stressed that they would need at least a 30% uptake to generate enough statistical data for the IP system

to properly assess. Data streams from the questionnaire and FDM monitoring will run in parallel, meaning that a pilot's questionnaire data can still be used even if no FDM data from flights operated by that pilot is captured. According to Meikle, the addition of the business aviation sector now complements the Presage Group's pool of existing customers and “fills the void”. Business aviation is home to a unique set of operational threats that do not exist in the airline environment. For example, there are no route networks that can instil the same degree of airport familiarity; airfields are frequently remote and host limited navigational aids, creating a very different operating environment. Furthermore, pilots of privately owned jets are likely to have a close relationship with the aircraft owner, which may create pressures that are uncommon on an airline flight deck. Meikle noted that several Gulfstream operators who are FSI customers have volunteered to be a part of the study.

Future disruption Gandhi described the Presage Group as a disruptor, and there is no doubt that disturbing the stubbornly high rate of ALAs will be warmly welcomed across the wider aviation sector. The CJP study is expected to be completed in the summer of 2022 and the Gulfstream study findings published in the fourth quarter of 2022 or the first quarter of 2023. If FSI customers wish to use it, a new training programme will be developed and deployed. Meikle was confident that recurrent training to revalidate crew licences would not necessitate the addition of additional simulator slots, and that new training techniques could be integrated into existing training schedules.

Checking In Have you experienced a goaround, either as a pilot or a passenger? Tell us about it! Share your view at [email protected] under the subject heading Checking In.

August 2022 AIR International 67

DIGITAL

by design The use of digital cockpit technology in the US military’s UH-60 helicopter has modernised a legacy platform and served as a test case for future rotary platform systems says Richard Thomas

T

he embracing of digital technologies continues apace in the military, as analogue systems developed for the requirements of yesteryear are gradually replaced with multi-function digital technologies, in keeping with the demands of 21st-century operations. In the US military, with its plethora of systems and platforms that date back decades, the need to maintain operational relevance, counter the threat of obsolescence and mature capabilities ready for the systems of tomorrow is of paramount importance. One such effort can be seen in the development of digital cockpit technologies, which enable multi-function displays to provide real-time information and situational awareness to the operator, as well as enabling the rapid and easy switching of modes between displays. The US Army is at the forefront of the country’s effort to modernise legacy systems, with its programme to upgrade hundreds of legacy UH-60 Black Hawk 68 August 2022 AIR International

helicopters with digital cockpits, to maintain their suitability on the battlefield. More than 40 years old, thousands of Black Hawks have been delivered since the type first entered service, with more than 2,000 heading to the US Army alone.

UH-60 cockpit upgrades The cycle to upgrade the UH-60 cockpit is not necessarily a new idea, rather the type has seen continued efforts over the years, indeed, decades, to keep what is, in essence, a serviceable platform relevant for contemporary requirements. One of the latest such upgrades is the UH-60V platform, which will fully digitise the cockpit, providing new and improved displays and functions. In April 2020, Northrop Grumman announced the supply of digital cockpit upgrades to the integrated avionics suite for the US Army’s UH-60V Black Hawk, which recently completed initial operational test and evaluation (IOT&E). The completion of IOT&E marks a significant milestone for the UH-60V programme on the pathway to full-rate production, according to the manufacturer.

Benefits of the upgrades include enhanced pilot situational understanding and mission safety, as well as decreased pilot workload and life cycle cost. Additionally, providing a pilot-vehicle interface that’s almost identical to the UH-60M – a variant created following the upgrade of the ‘L’ platform with a new digital cockpit from Lockheed Martin – enables common training and operational employment. The foundational architecture of the UH-60V can be adapted to numerous aircraft platforms and is available globally, Northrop Grumman stated. On January 19, 2017, Northrop Grumman, in partnership with the US Army Prototype Integration Facility and prime contractor Redstone Defense Systems, completed the first flight of the UH-60V Black Hawk helicopter. Northrop Grumman provided the Integrated Avionics Suite for the UH-60V, which upgrades the US Army’s UH-60L Black Hawk helicopters with a digital cockpit, under a contract awarded in 2014. The scalable, fully integrated and open architecture-based cockpit design has replaced older analogue gauges with

The V-280 Valor reached 200 flight hours in December 2020, three years after its first flight Bell Textron

digital electronic instrument displays in the upgraded aircraft. The milestone was completed on schedule within 29 months of the original contract award. In 2019, the US Army reported that aviators were conducting operational tests of the service’s modernisation efforts using three UH-60V Black Hawk helicopters. The UH-60V Black Hawk will retrofit the US Army’s remaining UH-60L helicopter fleet’s analogue cockpits with a digital cockpit, similar to the UH-60M helicopter. The US Army has stated the UH-60V was developed to overhaul the ageing UH-60A and ’L fleets, featuring an upgraded digital glass cockpit, certified GPS RNAV database and advanced flight planning and mission capability. The US Army’s Program Executive Office Aviation’s Utility Helicopters Project Office (UHPO) reported it had begun fielding the first Army National Guard unit with UH-60V Black Hawk helicopters on July 27, 2021. At the time, the service stated the UH-60V, a recapitalised UH-60L model, featured a modern digital cockpit resulting in a “similar functionality and capability” as the UH-60M.

For the UH-60M variant, Lockheed Martin added a full glass cockpit that is now standard in all new Black Hawks, according to Jon McMillen, who is in charge of business development for Sikorsky Cockpits and Mission Systems. “Not only did this consolidate all analogue information into digital displays, but it significantly reduced the pilot workload by tying the cockpit and digital flight controls together with autopilot functionality,” McMillen told AIR International. “Since then, we’ve added functionality such as incorporation of civil capabilities (ADS-B, RNAV, etc) into the aircraft to keep current with updated mandates.” According to McMillen, an advantage of digital cockpits is that the integration of data from multiple, independent systems into a display, while reducing workload through the incorporation of autopilot functionality, provides the pilot with increased situational awareness while also increasing safety. “Pilots are now able to plan and rehearse their entire mission before getting into the Black Hawk, and then load that mission data into the aircraft to ensure routes

and objectives are repeatable and met,” McMillen added.

US Army FVL programme Technologies developed for UH-60 upgrades will have a lifespan far in excess of their host platforms, with plans to integrate systems and lessons learned during the process into the next generation of military rotorcraft being developed for the US Army – dubbed Future Vertical Lift (FVL). In the words of the US Congressional Research Service, the FVL programme is a dedicated research and development effort being undertaken to determine the next generation of rotorcraft technologies, which in turn will replace a number of legacy platforms still in service, including aircraft such as the AH-64 Apache series and UH-60 Black Hawks. The programme is centred around two main efforts: the Future Long-Range Assault Aircraft (FLRAA) and a scout platform called the Future Attack and Reconnaissance Aircraft (FARA). When the US Army established its FVL initiative in 2009, it aimed to create a August 2022 AIR International 69

new generation of rotorcraft that would have greater speed, longer range, and higher payloads than existing helicopters, and that would be more reliable, maintainable and supportable, with lower operating costs and a smaller logistics footprint. Some four or five new designs would eventually replace some 25 current rotorcraft types. As reported by AIR International (see our July 2021 issue), the US Army Program Executive Office for Aviation announced, in March 2021, the award of FLRAA Competitive Demonstration and Risk Reduction (CD&RR) Phase II project agreements to Bell Textron and the competing Sikorsky-Boeing team. Noting that the agreements require the recipients to complete an initial preliminary design event for major subsystems and the conceptual weapons system, the US Army announcement added that the efforts would also “support preliminary analysis of requirements for Special

70 August 2022 AIR International

Operations Command, [Medical Evacuation] and Defense Exportability Features in FLRAA.” The CD&RR Phase II agreement will be running through 2022, during which time a programme of record should be established. With the target for delivery of the first unit set at 2030, all phases of the programme from engineering and manufacturing development and low-rate initial production will have to be completed before then. The CDRR will consist of two phases that will last roughly one year each, and will require the companies to provide initial conceptual designs, plus requirements feasibility and trade studies using modelbased systems engineering, working hand in glove with the US Army. CDRR will be used to inform the refinement of capability requirements and performance specifications and to identify risk areas. As reported, the US Army released a draft RFP (request for proposal) in

December 2021 for FLRAA, confirming that the competition would be limited to the Sikorsky-Boeing and Bell teams, because “only two sources exist in the market space that have the capability and capacity of developing, manufacturing, testing, and delivering both prototype and initial production FLRAA” by 2030. This has enabled the US Army to forego the usual requirement for the competition to be full and open, as is usually required by law. In addition, FLRAA (like the other Future Vertical Lift rotorcraft) will need to have speed, range, payload, hover, and fuel efficiency characteristics “beyond any current rotorcraft” and be able to fly “twice as far and twice as fast as the Black Hawk” while fitting in the same operational footprint. In the final FLRAA proposals, the US Army is looking for cruise speed and combat radius estimates for an ‘air assault configuration’, carrying a dozen troops (each weighing in at 290lb with equipment) and four crew, flying at 2,000ft and at 29.4°C. The successful FLRAA candidate will have to be able to reach speeds of 260mph, and have a combat radius of 230nm with an overall unrefuelled range of 460nm. The aircraft is likely to be expected to be able to hover at 10,000ft and cruise at 30,000ft. It remains to be seen whether it is Bell or Sikorsky that gains the coveted FLRAA order, and whether it is a tilt rotor or a compound helicopter that ends up fulfilling this part of the US Army’s vital Future Vertical Lift modernisation requirement, replacing the service’s fleet of Sikorsky UH-60 Black Hawks. Lockheed Martin said it would provide the cockpit, integrated avionics and mission systems on the V-280 Valor for

The Black Hawk will be around for the next 50 years, supporting various functions both from a military and commercial perspective Jon McMillen, business development, Sikorsky Cockpits and Mission Systems

the US Army’s Joint Multi Role (JMR) and FVL programmes by focussing on what was termed a modular open systems approach (MOSA). The MOSA direction would see the development of an integrated CORE (Common Open Reuse Environment) digital glass cockpit and avionics systems that utilises the FACE (Future Airborne Capability Environment) reference architecture, providing the foundation of the software applications used on the V-280 by leveraging re-usable software, all of which would service to reduce cost and schedule risks, as well as address possible future obsolescence issues. The company’s CORE cockpit first flew in December 2017, which was Lockheed Martin’s first flight of a fully ‘app-based’ cockpit and avionics system. The CORE open architecture design is intended to enable the future V-280 to accept additional avionics equipment and mission systems capabilities as demands evolve through the lifetime of the aircraft.

ABOVE: The addition of the all digital cockpit inside the UH-60M Black Hawk decreases the crews’ stress load and increases the crews’ situational awareness US DOD

Romeo and Sierra

THIS IMAGE: View from inside a UH-60 during night-flying exercises. Digital displays can greatly improve situational awareness during reduced-light operations US DOD OPPOSITE, TOP: The pilot and crew prepare for an initial test flight of the UH-60V Black Hawk, which successfully flew for the first time on January 19, 2017, in Huntsville, Alabama. Northrop Grumman delivered the Integrated Avionics Suite for the UH-60V, which is designed to update existing UH-60L analog gauges with digital electronic instrument displays Northrop Grumman LEFT: US instructor pilots at the Eastern Army National Guard Aviation Training Site pose in front of a UH-60V Black Hawk helicopter on Muir Army Airfield at Fort Indiantown Gap in 2021 Brad Rhen

The US Army’s sister services have also seen the value in upgrading the ubiquitous Black Hawk. The US Navy (USN) previously sought to upgrade its MH-60 fleet – maritime versions of the UH-60 – awarding Lockheed Martin a $1.05bn, five-year contract in 2012 to provide more than 200 digital cockpits and integrated mission systems and sensors for its MH-60 ‘Romeo’ and ‘Sierra’ variants. At the time, there were more than 300 of the type in the USN, with the planned upgrade representing a significant proportion of the fleet. Speaking at the time, the then-US Naval Air Systems vice commander, RAdm Paul Grosklags, said the contract represented the USN’s “commitment to build and field the most technologically advanced maritime helicopter fleet in the world”. Specifically, the contract included 162 cockpits, integrated mission systems and sensors for the anti-surface and antisubmarine MH-60R ‘Romeo’, as well as funding for 62 digital cockpits to complete the USN’s programme of record for Sierra aircraft, used for ship-to-ship cargo resupply, search and rescue, and close-in defence of USN ships.

August 2022 AIR International 71

In addition, the integration of a digital cockpit into the V-280 allows for the development of other technologies that can be plugged into the system, such as the Lockheed Martin’s Pilotage Distributed Aperture Sensor (PDAS) system, which took flight for the first time aboard the V-280 Valor in March 2019. According to the manufacturer, PDAS is a multifunctional sensor system that generates high-resolution, 360° imagery around the aircraft to enhance situational awareness for pilots and other users. The PDAS system captured complete spherical infrared imagery while operating in a high-speed, tactically relevant flight environment and generated realtime imagery. Specifically designed for current and Future Vertical Lift aircraft, PDAS consists of six infrared sensors, distributed around the aircraft, linked to

ABOVE: The V-280 was originally begun under the Joint Multi-Role Technology Demonstrator programme Bell Textron BELOW: The difference between the UH-60V Black Hawk helicopter control panel (top) and UH-60L control panel (bottom). The ‘Victors’ have several technological advancements, including a digital glass cockpit, that make them easier to operate than older variants Brad Rhen

aircrew helmets and cockpit displays via an open-architecture processor. Planned capability upgrades will demonstrate additional integrated survivability suite capabilities such as Multi-Modal Sensor Fusion (MMSF). This blends data from multiple types of sensors to restore aircrew situational awareness in degraded visual environments and enables navigation in GPS-denied zones. “A glass cockpit is a given in any modern aircraft, including FVL,” said McMillen. “Although some changes to the pilot interface and symbology is incorporated to align with current conventions, the real change is something the pilots don’t see but ensures the platform is adaptable for years to come. The US Army’s push to apply a MOSA into a new design, and by incorporating upgradable, advanced flight controls into the platform, changes how pilots interact with the system and allows for rapid incorporation of new technologies into the aircraft. “This allows the pilot to command the mission while creating, controlling and consuming data generated across all domains while also supervising system performance. The digital cockpit is transforming from only being a flight deck to becoming a highly modular and reconfigurable command centre of mobile data,” he added.

Sticking around Whether the UH-60V and its companion ‘M’ variant will be the final iterations of the venerable Black Hawk remains to be seen. However, through the steady integration of digital cockpit technologies, the US Army has enabled the development of the platform over the decades, which first entered service in 1979. “The Black Hawk will be around for the next 50 years, supporting various functions both from a military and commercial perspective. As such, we want to ensure that the platform is positioned to support both current and future operations and can integrate seamlessly into modern environments, such as the FVL ecosystem,” said McMillen. With the development of the FLRAA replacement not likely to see a nextgeneration rotary platform enter service until 2030 and beyond, the need to keep the UH-60 fit and flying for the next decade clearly remains a singular focus of the US military. 72 August 2022 AIR International

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What impact will recently announced changes to pilot training requirements have on the rise of the eVTOL? Tom Batchelor investigates

Fly in the ointment?

L

In December 2020, Joby became the first eVTOL company to receive airworthiness approval from the US Air Force Joby Aviation

eading players in the electric vertical take-off and landing (eVTOL) market have welcomed the Federal Aviation Administration’s (FAA) announcement that it is to re-align certification requirements for the pilots who will operate these aircraft (see page 78). EVTOL developers had been working towards type certification under 14 CFR Part 23 regulations, which apply to most smaller fixed-wing aircraft, but the FAA now expects to certify eVTOLs as a “special class” of powered-lift aircraft under its 21.17 (b) regulations, with the potential for additional rulings in the future. Advanced air mobility (AAM) operators have told AIR International that they do not see the shift in regulatory approach for crew certification as a block on progress as the development of new technology gathers pace. Rather, they argue that the move could simplify the path to certification and even speed up the process of bringing their vehicles to market. Unveiling the change of approach to certification of eVTOLs in May, the agency said: “The FAA’s top priority is to make sure the flying public is safe. This obligation includes our oversight of the emerging generation of eVTOL vehicles. The agency is pursuing a predictable framework that will better accommodate the need to train and certify the pilots who will operate these novel aircraft. Our process for certifying the aircraft themselves remains unchanged. All development work done by current applicants remains valid and the changes in our regulatory approach should not delay their projects. As this segment of the industry continues to grow, we look forward to certifying innovative new technologies August 2022 AIR International 75

that meet the safety standards that the public expects and deserves.”

A few caveats Those leading the way with eVTOL aircraft programmes have expressed support for the FAA’s updated stance, though with some caveats. Rani Plaut, CEO and co-founder of AIR, an Israeli start-up that launched its first concept prototype flight in 2017 and expects certification next year before first deliveries in 2024, said the recent change in the FAA’s approach was “putting some clarity into the long process many of the players in this field have been going through over the past three years.” Speaking to AIR International, he said: “In essence, the change uses the same certification basis items, but puts them under a new category rather than using fixed wing aeroplanes as the formal base. eVTOLs hold a few common core characteristics – vertical take-off and landing, fly-by-wire, multiple electric motors, to name but a few – and the fact that there are multiple companies in initial flight testing calls for a separate class. That is exactly what the FAA

is addressing. Now that this specific class of aircraft is clearly defined, pilot training and rating can and will be specific to the class or, alternatively, to specific type, rather than making additions and waivers to current pilot ratings. I think this change will simplify and shorten the certification process for eVTOLs and will enable this promising new flight mode to emerge stronger, to a larger customer base – especially in our domain of private aviation.” San Francisco-based Archer, whose Maker eVTOL aircraft has achieved FAA airworthiness certification for testing and recently performed its first successful hover flight, said it had “worked closely with the FAA on the certification process, and we currently do not anticipate the latest planned changes having any material impact on our certification timelines.” Archer has secured an agreement from United Airlines to purchase $1bn of its eVTOL aircraft. The spokesperson added: “As a company pioneering a new form of transportation, we welcome the efforts of the FAA to provide a framework around the

“This change will simplify the certification process for eVTOLs and will enable this promising new flight mode to emerge stronger, to a larger customer base” Rani Plaut, AIR

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design and manufacture of an aircraft that is safe and approved for commercial use. We remain in constant communication and collaboration with the FAA and look forward to continuing our work with them towards certification of our production aircraft.”

Competitive advantages EVTOL market leader Eve Holding said plans to expand its AAM offering, spanning eVTOL vehicle design and production, service and support, fleet operations and urban air traffic management, were unaffected by the FAA’s new position. Eve’s strategic partnership with Embraer offers it a key competitive advantage, the company says, with the partnership including a royalty-free licence to use Embraer’s background IP within the AAM market, as well as access to thousands of skilled Embraer employees on a flexible, priority basis, in addition to use of Embraer’s global infrastructure. Remarking on the FAA move, a spokesperson for the company said: “Eve, through our partnership with Embraer, has decades of experience working with the FAA and other regulators in developing new aircraft that adhere to new and changing regulatory regimes. We had always expected that regulations for this new aviation segment would evolve. Our delivery plans took this into consideration.” Santa Cruz-based Joby Aviation said in its 1Q 2022 earnings report that it had made “good progress on agreeing our means of compliance with the FAA.” CEO and founder JoeBen Bevirt added: “Joby has a 10-year history of working with the FAA, under leadership from both sides of the aisle and under the guidance of different FAA administrators. We share [the agency’s] vision for reaching the next level of safety and efficiency. And we support it in its goal of demonstrating global leadership in how new customers and technologies can be safely integrated into the aviation system. We are in active conversations with [the FAA] about the most expedient

LEFT: Through its partnership with Embraer, Eve has decades of experience working with the FAA and other regulators in developing new aircraft Eve Holding RIGHT: According to Volocopter, multiple VoloPorts will be positioned at key traffic junctions within a city, such as airports and train stations Volocopter OPPOSITE BOTTOM: Israeli start-up AIR expects certification in 2023, before first deliveries in 2024 AIR

route to certifying our aircraft. And we would note two important things: first, that all the development work done by current applicants remains valid, and second, that it doesn’t expect any change of approach to add delays to type certification or operational approval. On that basis, we’re not providing any change to our guidance, and we remain heads-down focused on doing the important and necessary work to certify our aircraft.”

Opportunities presented RYSE Aero Technologies, which in May announced the launch of RYSE RECON, its first eVTOL platform, is unaffected by the FAA change since its aircraft are to operate within the specifications of 14 CFR, Part 103 for ultralight flights. However, the company sees opportunities for its aircraft to gain a strong position in the market. It expects to deliver the first RYSE RECON — an eVTOL that offers a 25-mile range and the ability to operate on both land and water, with six independent propulsion systems fitted with removable batteries — to customers in January 2023. Commenting on the FAA announcement, Mick Kowitz, CEO of RYSE Aero Technologies, told AIR International: “These new rules present some exciting opportunities for us to take advantage of. As an ultralight eVTOL vehicle, we specifically chose to work within the spirit of Part 103 to provide an alternative to the Jobys and Archers of the world. Under Part 103, the RYSE RECON will have one occupant – an operator – who will be flying at low altitudes in non-congested areas across, in many cases, their own private property. As we are not affected by the updates to 21.17, unlike

our competition whose vehicles require higher levels of regulation – and for good reason – RYSE is able to distinguish itself from the competition. “While we are building a vehicle with similar levels of redundancy and safety to others in the space, the RYSE RECON is a much smaller, lighter and slower vehicle in relationship. It’s apples and oranges. The key for us is that we will make it to market much faster and it will be more attainable to the public in a shorter timeframe. “When the regulations are clear and the airspace has been figured out, we will be ready with an aircraft that can achieve certificated status, but if this takes a couple of years, we will already have many vehicles in the field flying under Part 103 that are safe and reliable with a track record. We will be able to organically grow and spend effectively on certification for other non-Part 103 vehicles that we have planned. Kudos to Joby and the other air taxis for being early, but early isn’t always cheaper or easier.”

Less enthusiastic Not everyone is convinced by the FAA stance. The president of the General

EVTOL pilot training seen from the FAA viewpoint The FAA announcement in mid-May triggered speculation about the trajectory of the AAM sector, not least from companies which have already begun the process of certification. But the FAA has insisted that there should be no delays to launch dates because of its updated guidance. Explaining its position further, the FAA said it was “modifying its regulatory approach to enabling poweredlift operations including the certification of powered lift and the pilots who operate them” as part of the agency’s efforts to safely and efficiently integrate new types of aircraft into the US aerospace system. At the same time, the FAA said the changes would provide a “simpler pathway” for applicants to obtain the necessary approvals. The existing regulations, the agency said, were designed for traditional aeroplanes and helicopters — however, these regulations did not anticipate the need to train pilots to operate powered lift, which takes off in helicopter mode, transitions into aeroplane mode for flying, then transitions back to helicopter mode for landing. In the short term, the FAA said it plans to type certificate powered lift under its ‘special class’ process in 14 CFR 21.17(b) of the regulations, using the performance-based airworthiness standards contained in Part 23 of the regulations for small aeroplanes. “This ‘special class’ process is designed to address the many novel features of unique aircraft such as these emerging powered-lift designs,” the FAA said. Longer term, the agency plans to continue to develop its powered-lift regulations, and said it was already working with applicants who currently have projects. “We do not expect this adjustment to our approach will delay them,” the statement concluded. ABOVE LEFT: Lightweight and easy to transport, the RYSE RECON fits into a standard parking space, according to its manufacturer LEFT: The RYSE RECON was made for those who “survey landscapes, supply people and save lives”, the company says Both images RYSE Aero Technologies

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Aviation Manufacturers Association, Pete Bunce, told Reuters that the move was “detrimental to safety, and increases the workload on the FAA dramatically. This is bad policy for so many reasons.” Other operators are looking to the European Union Aviation Safety Authority (EASA) for certification. Asked about the implications of the FAA decision, Oliver Reinhardt, Volocopter’s chief risk and certification officer, said in an emailed statement: “Volocopter is headquartered in Germany and thus is certifying its VoloCity aircraft under EASA’s SC-VTOL regulation. EASA developed this new regulation category in 2017, in response to Volocopter’s application for type certification back then. It requires the aircraft to adhere to the most stringent safety requirements applicable to the aviation sector, meeting reliabilities that are the same as met by commercial airliners today. Adopting EASA’s regulatory framework, Volocopter also received Design Organisation Approval in 2019. As an EASA-certified company, we are not directly affected by the changes in the FAA regulations. Furthermore, our application for concurrent certification with the FAA, which we started in late 2020, remains unaffected by this recent development. We do not expect that these changes will affect our ongoing validation work with other national authorities.”

An unstoppable sector? After decades of false starts, eVTOLs are finally emerging as a new class of vehicle with the power to radically transform the way people and cargo move around the world’s cities, with air taxis and other types of AAM vehicles expected in the skies within the next two years. The move by the

THIS IMAGE: Joby Aviation is developing a manufacturing facility in Marina, California, and has offices and workshops in Santa Cruz, San Carlos, Washington DC and Munich, Germany Joby Aviation BOTTOM: Operating at 45dba, Archer aircraft are designed to be virtually inaudible while flying overhead Archer

FAA to update its guidance on eVTOLs is a consequence of this rapidly expanding AAM market, which regulators are still considering how best to manage. Tech start-ups have entered the fray alongside established airframe OEMs and ride-share companies, pitting big beasts like Boeing (with investments in Wisk) and Airbus (with its own CityAirbus NextGen) against operators such as Joby Aviation and Volocopter. Ahead of the launch of services, agreements are being signed for pilot training services. Joby Aviation recently announced it is to partner with CAE, which also has training agreements with Volocopter and Beta Technologies. Three leading Irish organisations – ASG, VectorCap and Avtrain – have also teamed up to offer eVTOL training under the VertX Aero brand. Advances are being made in all aspects of the AAM sector, with Volocopter recently having announced a collaboration with Microsoft to develop an aerospace cloud system to support the computing requirements for its eVTOLs. Volocopter hopes to make its VoloIQ the standard

AAM operating system for all its electric passenger and drone flight operations. Elsewhere, Eve and Corporación América Airports — the largest privatesector concession operator in the world by the number of airports — have signed a Memorandum of Understanding to design and integrate a service and support ecosystem for AAM operations across Europe and Latin America. Eve has also been helping to shape the regulatory framework in the UK, having completed the concept of operations (CONOPS) for airspace integration of AAMs. At the same time, the US and UK civil aviation authorities are engaged in a range of bilateral and multilateral discussions focused on facilitating certification and validating new eVTOL aircraft, touching on issues including production, continued airworthiness, operations and personnel licensing. However regulators ultimately decide to manage the eVTOL and wider AAM market, it is clear that the pace of change will require the FAA and others to move quickly to keep up with the sector.

“We’re not providing any change to our guidance, and we remain heads down focused on doing the important and necessary work to certify our aircraft” JoeBen Bevirt, Joby Aviation

78 August 2022 AIR International

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Protect Y Military aircraft are facing heightened levels of danger as the proliferation of anti-air systems gathers pace. Tim Fish reports on the countermeasures put in place by manufacturers

The BriteCloud 55 countermeasures system was first developed by Selex in 2013 following close co-operation with the UK Defence Science and Technology Laboratory and the Royal Air Force. The RAF’s 41 Squadron tested BriteCloud in April 2019 Leonardo

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Yourself hreats posed by anti-air systems on military aircraft can be put broadly into two categories, based on the kind of targeting sensor fitted into the missiles. These are either missiles that are radar-guided using Radio Frequency (RF) signals to home in on the aircraft, or missiles that employ infrared (IR) sensors (heat-seekers) to detect the temperature of an aircraft’s engine. The RF and IR-guided missiles can be long-range, capable of reaching high altitudes fired by integrated air defence systems fielded by a country’s military, or shorter-range missiles fired from man-portable air defence systems (MANPADS) that can also be acquired relatively cheaply by non-state organisations. The latter is considered a lower-level capability in terms of altitude and range, but MANPADS are becoming smarter, making the asymmetric threat more advanced.

T

Airborne countermeasures are systems carried by aircraft that can deliver some level of protection against these threats. Aircraft that are designed to be stealthy will be less detectable by enemy groundbased sensors, but even these platforms along with other non-stealthy aircraft will need to carry countermeasure systems to defend themselves should they be targeted by these weapons. In this way the battle goes on between the development of countermeasures that can be deployed by aircraft to distract and confuse incoming missiles and the development of more sophisticated guidance systems and sensors for anti-air missile systems to counter the countermeasures and stay on target.

Quick reaction required As more uncrewed air systems (UAS) are brought into service, a new factor is introduced into the equation regarding the level of protection that should be afforded to them. While uncrewed platforms don’t

have any humans on board, some might still be high-value assets and therefore require an appropriate high level of protection compared with other UAS. But rather than focus on specific threats such as one type of air defence system to counter, NATO is looking at the nature of the technologies being used and how to defeat those with multiple effectors. This offers a bit more flexibility in the future so rather than procure specific solutions for threats, countermeasure systems will be more software-defined. Because the nature of technological development is so rapid, countermeasures must be able to react quickly to new threats. This means utilising software updates to add capability rather than constantly changing the hardware and, at a system level, using different sensors and effectors to respond to a RF and IR mix rather than the traditional stove-piped approach. This is the key to achieving nextgeneration air survivability. However,

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BriteCloud is the first system that miniaturises DRFM technology and is fitted into such a small canister. It is designed to be a secondgeneration decoy that moves on from Cold War-era aircraft-mounted jammers and towed decoy systems. The RAF fielded BriteCloud for the first time in 2018 Leonardo

within this approach there still needs to be capable sensors and effectors to do the job of protecting the aircraft. Beyond individual aircraft, there is also the potential for groups of aircraft to protect each other at formation or mission level. When there are multiple platforms, there could be different equipment on each that can deal with a wider variety of threats. This moves beyond the traditional one-on-one approach of individual aircraft conducting self-protection measures, but it will require robust links for the aircraft to seamlessly exchange data. Whether that is possible in a contested electromagnetic environment is not certain. The default position for protection against RF-guided missiles is to have an onboard jamming capability to blind the missile RF seeker and cover up the aircraft’s signal. However, there are limitations when facing an advanced threat – as the jammer is on the aircraft itself there is no distance between the targeted aircraft and the countermeasure being deployed. If the jamming can be countered and homed in on, the aircraft is again at risk.

Towed targets Towed radar decoys are an alternative that provide a bit of distance between the aircraft and the countermeasure system so if the missile homes in on the decoy it will still miss the aircraft. An example of a towed radar decoy system is the AN/ALE-50 built by Raytheon Technologies for the US military. It is fitted to a pylon under the wing of an aircraft and works by being fired from a launcher pod and towed via a fibre-optic cable. The decoy emits a signal that presents a larger radar cross section than the aircraft it is protecting. The AN/ALE-50 has been in-service since the mid-1990s and was fitted on the F-16, 82 August 2022 AIR International

F/A-18E/F and B-1B aircraft with success during operations in Kosovo, Afghanistan and Iraq. Meanwhile, BAE Systems has developed the AN/ALE-55 FiberOptic Towed Decoy for the F/A-18 Super Hornet. It is fitted with dual high power travelling wave tubes to provide enough power to act as a jammer and a decoy to lure the missile away from the aircraft. The AN/ALE-55 entered full-rate production in 2011.

BriteCloud However, some platforms cannot use towed radar decoys because of limited space to host a decoy launcher pod. To provide an offboard decoy capability that is not a towed system there is the option of using expendable active decoy systems that can be launched from the aircraft. While expendable decoys have been around since the 1980s, one of the newer products is Leonardo’s BriteCloud. Wayne Smith, vice-president of Electronic Warfare sales at Leonardo, told Air International that the benefit of an expendable active decoy system like BriteCloud is that it comes “without the additional costs in terms of weight and drag that a towed radar decoy equipment requires”. Smith said it was usually only combat platforms and some high-value fixedwing assets that would have towed decoy systems, whereas platforms that use expendable decoys are more varied – including UAS. He added: “There is also value for money in terms of integration as the aircraft already has the dispenser. It is a solution where you didn’t have an option for aircraft without a towed decoy, or you can add it to the mix alongside

an onboard jammer or towed decoy systems.” Deployed from an aircraft’s existing flare dispenser units, the BriteCloud round is available in a 55mm diameter variant (BC55) for European aircraft like the Typhoon and Gripen and a 28in x 1in x 8in variant (BC218) for US aircraft. BriteCloud employs digital radio frequency memory (DRFM). This tries to fool the missile seeker into thinking that it is the aircraft and, being deployed away from the aircraft, it creates a large enough miss distance so even if the missile does fuse it won’t cause any damage. “Rather than a missile identifying that it is being jammed it should be suckered. Without giving away the specifics, the DRFM can take the radar inputs that it is getting and replay it back and do clever things to make sure it does that seduction. There are various techniques depending on the threat,” Smith said. The jam-to-signal ratio is the power that is coming out of the decoy versus the radar cross section of the aircraft that changes depending on the angle at which the aircraft is being viewed. The decoy also needs to consider the speed that the missile is travelling – that must be factored in and replicated. BriteCloud was tested on a General Atomics MQ-9 Reaper UAS in late-2020 as one of the effectors launched from a new self-protection pod the company was adding to the aircraft. GA’s intention is to improve the survivability of the MQ-9 for operations in a contested environment. The UAS is a relatively high-value intelligence, surveillance and reconnaissance (ISR) asset and to be unable to use it in a high-end conflict scenario would render it too expensive a

platform. By adding RF and UV sensors and IR countermeasures, GA can offer a solution to its MQ-9 customers wanting that level of protection. Meanwhile, BriteCloud BC218 completed foreign comparative testing (FCT) flight trials with the US National Guard on its F-16 fighters in early 2022. BriteCloud is being considered by the US because the defence department (DoD) does not have an equivalent capability in its inventory. These tests allow the US DoD to adopt the system if the requirement is developed for the F-16 that “given current operations airborne countermeasures will be more focused than ever” Smith said. The rest of FCT will be finished by the end of the year. A BC55T variant is also available for aircraft with a larger cross section such as C-130, A400M and C-17 as well as business jet-based ISR platforms provide the right match of jam signal ratios.

The infographic of a BriteCloud deployment highlights the method in which the decoy is deployed. Using the aircraft’s sensors it can detect an incoming threat, identify it and launch with the appropriate electronic emissions solution to draw the missile away from the aircraft Leonardo

Chaff More traditional defences against radarguided threats include the use of chaff. Chaff is tiny strips, almost hair-like in size and consistency, of aluminium or zinccoated fibres packed into a tube on the aircraft and ejected out of a dispenser system to confuse the seeker on the missile. The strips create a series of targets or multiple returns to overwhelm a radar. These are deployed in combination with complex manoeuvring by the aircraft, but these tactics, techniques and procedures are a closely guarded secret. Chaff is also used to temporarily blind ground-based radar to assist other aircraft in carrying out strikes on targets. A weakness is that modern seekers and radar can identify the chaff after a short time as it cannot maintain its speed compared with the target aircraft.

The ALE-50 towed decoy system consists of the launch controller, launcher and the towed decoy. It is being further developed by Raytheon to include a new dual band towed towed decoy to protect the F/A-18 Super Hornet from missiles operating on both the X-band and S-band frequencies Raytheon

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The Misys DIRCM system is designed to protect aircraft from IR-guided missiles by overwhelming a missile seeker head with a sudden and massive stream of coded laser energy, to neutralise a threat as soon as it is launched Leonardo

Flares While chaff is a traditional defensive measure against radar-guided missiles, flares are used as a countermeasure to IR-guided missiles. Flares consist of hot burning metals, such as magnesium, that can create more heat than the aircraft’s engine at temperatures exceeding 1,000°C. They are designed to distract the missile from the target aircraft as the seeker will focus on the hotter signal, but for flares to work effectively, a special mix of varying types that burn at different temperatures needs to be used and

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released in the right amount, in a specific sequence and in the right spread or pattern, to defeat the incoming threat. Flares have a process of ignition and deployment, then decoying to ensure they can be dispensed safely. There are two main types: those that are either ignited through contact with the air (known as pyrophoric flares) and therefore need to have special airtight storage systems; and those with a separate igniting system (pyrotechnic flares). The weaknesses are that modern IR-seekers are programmed to focus

on the specific engine temperatures of the target aircraft and ignore those generated by flares. Therefore, the correct temperature burn of the flares is important – they must match the emissions of the aircraft they are launched from to ensure they can distract the missile. Chaff and flares are often provided in a single dispenser system because modern missile seekers may have dual modes, including both an IR and a RF sensor – if defences against the IR seeker are deployed, it has the RF sensor as a backup and vice versa.

Misys DIRCM uses a multi-head system and the pointer trackers are fully synchronised. If a threat passes from one head coverage area to the other, it is passed seamlessly, including handover of the jam code sequence Leonardo

Modern dispenser systems are therefore sophisticated pieces of equipment essential to aircraft survivability. They must be fully integrated with the aircraft’s sensors to ensure that when threats are identified the right countermeasures are deployed in what could be a matter of seconds. BAE Systems manufactures the ALE47 Airborne Countermeasure Dispenser System that is in common use across the US military and up to 30 other countries. Don Davidson, director of the Advanced Compact Electronic Warfare Solutions product line at BAE Systems, told Air International that the ALE-47 system “is so advanced, it thinks for itself”. He explained: “The system uses information from integrated electronic warfare (EW) sensors, including radar warning receivers (RWR) and missile warning systems (MWS) to determine the correct response to defeat incoming infrared and radio-frequency guided missiles. “It also partners well with infrared countermeasures systems,” he added. “The system is able to operate in automatic, semi-automatic, manual or bypass modes, although the automatic response maximises protection.” The ALE-47 has an architecture that is designed to be upgraded through life with smarter control systems and is interchangeable with the older ALE-40, ALE-39 and M-130 systems. The company is also offering the Smart D2 countermeasures system that can provide constant communication between the programmer, sequencer, dispenser and expendables. BAE said the programmer “contains a regularly updated database of known threats and identifies the appropriate

payload, quantity and dispensing intervals for each countermeasure.” Meanwhile, more advanced methods of protection against IR threats have been developed that include laser systems. Leonardo has produced the Misys Directed Infrared Countermeasure (DIRCM) system that offers protection to lower-flying high-value aircraft, including transport and rotary wing aircraft, against the MANPAD threat.

Dazzle and disrupt Leonardo’s Wayne Smith added that a directed infrared countermeasure offers a more persistent capability with a laser than advanced flares and is the way the US, UK and NATO have been going for some time: “DIRCM, either on its own or part of a defensive aid suite, will be the future for platforms that are consistently in the threat zone or are high-value.

”Misys can automatically conduct an end-to-end detect, track and defeat of IR-guided missiles by detecting the MANPADS. Then using the missile warning system can very quickly direct the laser in a pointer tracker on to the missile seeker, dazzle and disrupt it and guide it away from the aircraft. It does this by replicating the IR signal of the aircraft to where it cannot re-acquire the target. Smith explained: “Just like the radar cross section of an aircraft, there is a jam-to-signal against the IR signature to ensure the missile can be driven away. Misys has multi-heads to deal with multiple threats at the same time, but ideally you want 360° coverage so a couple are needed on each platform, with maybe three on a larger aircraft.” Misys DIRCM is being fitted to the British Army’s Shadow UAS, the RAF E-7 Wedgetail Airborne Early Warning and Control platform. The speed of engagement is essential for the system to work. One of the weaknesses of earlier DIRCM systems is to fire lots of missiles at the aircraft to overwhelm the laser system. With a multi-head and by increasing the speed of engagement, Misys can pick up multiple incoming threats and deal with the threats sequentially, jamming as early as possible to increase the chances of success. As the contest continues between airborne countermeasures capabilities and the missile seeker’s ability to counter the countermeasures, the requirement to protect manned and valuable uncrewed aircraft will be essential to securing air dominance. Aircraft will need a large suite of countermeasures to deploy against an array of smarter and more sophisticated missiles individually, while a future solution is the capability of groups of aircraft to protect each other, to reduce the cost and burden of providing countermeasures for every platform.

The ALE-47 countermeasures dispenser system is able to interface with a wide variety of radar, laser and missile warning receivers and jammers. This reduces the cost of installation. It has a cockpit control unit, sequencer units, dispensers and a programmer BAE Systems

August 2022 AIR International 85

E X P E C TAT I O N S

BAE Systems has unveiled a new lightweight, compact head-up display for commercial and military aircraft. Mark Broadbent reports

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harles Dickens used descriptions of Rochester in Kent in The Pickwick Papers and Great Expectations, but another, much less famous, story comes from the Medway town. Rochester is home to BAE Systems Electronic Systems, which produces various advanced cockpit technologies, from avionics for Boeing and Airbus commercial aircraft to head-up displays (HUDs) and helmet-mounted displays for military aircraft, including the Striker II and Active Inceptor for the F-35 Lightning II. The latest innovation from the facility is LiteWave, a laptop-sized HUD mounted above the pilot’s head that presents critical flight information such as direction, altitude and speed directly to the pilot’s line of sight. BAE Systems said: “LiteWave marks the next stage in bringing state-of-theart digital technology to the marketplace and is now available to begin flight trials for future customers on commercial and military aircraft.”

Sixty years in the making BAE Systems Electronic Systems and its predecessors have been supplying advanced avionics to the aerospace industry from Rochester for 60 years, 86 August 2022 AIR International

BAE Systems has designed LiteWave to offer reduced through-life costs as well as exceptional detail and clarity Gary Weston/ BAE Systems; all other images BAE Systems unless stated.

beginning with automated systems and control engineering products from Elliott Automation in the 1950s/60s. Subsequent buyouts and mergers saw the site bear the English-Electric and then GEC-Marconi names, before becoming part of BAE Systems in 1999 when British Aerospace and GEC-Marconi merged. The company and its predecessors have produced more than 15,000 head-up displays in Rochester over the decades. Lee Tomlinson, BAE Systems Electronic Systems director of HUD products, told AIR International the overhead commercial HUDs manufactured there historically “were all old technologies” using cathode ray tube displays and analogue power supplies. LiteWave (as with the LiteHUD from which it was developed – see box opposite) stands in marked contrast; it is a purely digital product. “There are no analogue interfaces or high-voltage power supplies or costly and unreliable equipment,” Tomlinson noted.

“We’ve done a lot of human-machine interface studies on a wealth of different optical products” Lee Tomlinson, director of HUD products, BAE Systems Electronic Systems 88 August 2022 AIR International

New waveguide In traditional head-up and helmetmounted displays, a complex arrangement of lenses generates the information the pilot sees on their display. As the abstract of a May 2009 research paper, The Application of Holographic Optical Waveguide Technology, written by BAE’s Alex Cameron, explained, traditional HUD systems “tend to be complex, comprising many components”. Helmet-mounted displays “also add mass and adversely modify the centre of the gravity of the helmet”, Cameron added. These downsides led BAE Systems to work on new technologies that would reduce the size and weight of these systems, resulting in the creation of a patented holographic optical technology called ‘waveguide’. Cameron’s paper explained how it works: “This technology is basically a way of moving light without the need for

a complex arrangement of conventional lenses. This is made possible by embedding within the substrate a specially designed hologram, which has a carefully tailored set of optical properties.” According to a BAE Systems infographic, the company began prototype development of waveguide technology in its LiteHUD, a dashboard-mounted HUD, back in 2010. After a concept prototype was demonstrated in 2012, investment to develop it further was secured in 2014. LiteHUD was selected for the TAI Hürkus-B trainer in 2015 and then the Textron Aviation Scorpion, undisclosed fighter and trainer aircraft, and the Lockheed Martin AC-130J in 2016. Tomlinson explained: “about three years ago we started to develop the technology and turn our hands to an overhead display.” LiteWave is the result.

Eye motion box A crucial USP of the new system is the size of its eye motion box. Tomlinson explained: “With any HUD or helmet-mounted display, there’s a very particular place that your eye has to be in relation to the display surface. There’s a tolerance to how much your eye can move, hence the use of a box you can move your eye around into. In a traditional HUD that box is quite limited in size. The benefit of having a waveguided HUD is that you can move your eye around a lot more in front of the display and not lose any of the characters in view. “If you imagine yourself as the pilot of an international flight and you’re sitting in your seat, if your eye motion box is quite limited

LiteHUD LiteWave is a development from BAE Systems’ LiteHUD, which introduced the company’s patented waveguide technology. This is designed to manipulate and control light within sheets of glass in order to transport light from one point to another. BAE Systems said this offers “radically different optical solutions for current and future cockpits”. The company added: “To date, LiteHUD has been selected for the Hürkus-B trainer, Scorpion jet and the BAE Systems Advanced Hawk, along with a selection of other undisclosed platforms.” According to BAE Systems, LiteHUD eliminates complex lens configurations to reduce cost, mass and volume. It is 60% smaller by volume and up to 50% lighter compared to a conventional head-up display thanks to the optical waveguide technology. It can be integrated easily into both existing and future cockpits and is compatible with cockpits featuring a large area display. LiteHUD uses a “significantly larger” eye motion box than a conventional HUD, measuring 3.2in high by 7in wide, increasing pilot comfort. High-resolution navigation and sensor imagery is displayed under all flight conditions. The systems offer “high brightness, that remains stable over the life of the equipment”, BAE says, as well as “seamless operation with nightvision goggles”. An all-digital display “provides up to a 35x increase in reliability and significantly reduced cost over product lifetime”.

you’ve got to sit quite still to be able to see the information that’s displayed. If you sit still in a chair for a long period of time it’s quite fatiguing or, if you move around, you lose a lot of the data. “With this product, you have a large eye motion box so [the eyes] can move around more and use other parameters in the cockpit while still retaining that data. It’s very important for the pilots to see the information and it reduces fatigue.” Being 70% smaller and lighter than a traditional HUD, LiteWave can be fitted in aircraft with limited cockpit space. It can be easily adjusted to suit any individual flying position, enabling the pilot to maintain excellent situational awareness, even during poor weather or at night.

Display clarity With the BAE Rochester facility’s history

CLOCKWISE FROM TOP LEFT: LiteWave offers substantial improvements over earlier HUDs LiteWave features the largest eye-motion box of any HUD available, which means pilots can move more freely in their seat without losing sight of the display BAE Systems LiteHUD offers seamless operation with night vision goggles and high-resolution navigation and sensor imagery displayed under all flight conditions, according to its manufacturer

producing cockpit displays, the team there can call on expertise amassed over several decades. Tomlinson noted: “Over the years we’ve done a lot of human-machine interface studies on a wealth of different optical products. We look at other markets and implementations [of these technologies] in other vehicles, not only air vehicles. We have a wealth of experts who’ve studied not just the military side but have engaged and undertaken studies with pilots.” Concurrent with developing LiteWave, the Rochester team was part of the Open Flight Deck Project studying innovations in pilot interfaces. This fouryear initiative ran from 2017 to 2021 and also involved GE Aviation, Rolls-Royce, Coventry University and the University of Southampton. It investigated how an open platform and new technologies such as touch, voice and haptics can be applied to the pilot-aircraft interface. It assessed the tools and system architectures required to introduce these features into the flightdeck with the least impact on certification, and how to enable life-cycle upgrades at lower cost. Tomlinson said: “We have an excellent state-of-the-art flight simulation facility [in Rochester]. We put ten pilots in front of it, did trials with them [on LiteWave] and got some extremely positive feedback in relation to the quality and clarity of the display.” The test group also noted the freedom of movement the large eye motion box provides. Tomlinson explained: “The combiner itself is an incredibly flat surface. It often has coatings on it for anti-reflective purposes which can discolour it. [LiteWave] by comparison is a completely clear display without any optical coatings. It’s completely flat, there’s no bowing to it.” August 2022 AIR International 89

LiteWave specifications Display surface resolution Field of view Display luminance Display contrast Outside world transmission Image positional accuracy Mass NVIS compatibility Power Latency Dimensions Power

1365 x 1024 pixels 30° x 22.5° 2500 ftL High Ambient 1.3:1, Low Ambient >100:1 >80% >2.0 mR over the total field of view 15lb (6.8kg) Type 1, Class C