1) The AFIRS system consists of onboard hardware and a web-based data conduit that allows automated reporting of aircraft data via satellite communications.
2) It provides real-time situational awareness of aircraft location and status, as well as automated alerts for irregular situations like emergencies.
3) The technology is certified, existing infrastructure like satellite networks can support global implementation, and the system offers operational and safety benefits over current practices.
The document discusses opportunities for aviation safety through improved communication technologies. It notes that while aviation is very safe, accidents still occur when crews face difficulties and lack support. New technologies allow real-time tracking of aircraft and automated transmission of data to help crews, but face institutional barriers. The document argues these technologies could help prevent accidents by providing expert support and awareness of aircraft status.
But what exactly is multilateration? How does it work?
Why are ANSPs and airports increasingly adopting it?
What are its benefits? What about certification?
How will it aid in the transition to ADS-B?
Most importantly, how can it benefit your organization?
The document discusses air traffic control (ATC) principles and processes. It describes how ATC centers use radar, flight plan data processing, and other systems to monitor aircraft, ensure safe separation between flights, and manage airspace flow. It covers topics like radar tracking of aircraft, coordination between ATC sectors, surveillance technologies, and flight data exchange standards.
A plain-language special report on what ADS-B is, how it works, why you should equip before the deadline, and why just being legal may not mean you're as safe as you could be.
Luke Monette, OSMRE, “Drones and their use in Environmental Monitoring”Michael Hewitt, GISP
Lukus Monette presented on the Office of Surface Mining Reclamation and Enforcement's (OSMRE) use of unmanned aerial systems (UAS) for inspections and monitoring. The OSMRE has been conducting UAS pilot projects since 2011 to assess their applicability. UAS allow OSMRE to view large areas quickly and safely, reducing time on site and risks to personnel. Data collected, such as images and 3D models, have been useful for measurements, mapping, and historical records. Current limitations include FAA regulations and the lack of trained OSMRE operators and dedicated UAS. The OSMRE plans to procure UAS costing $2,500-5,000 within the
The document discusses ADS-B technology and how it can improve air traffic surveillance when combined with GAGAN, India's satellite-based augmentation system. ADS-B uses GPS to broadcast flight information like location and speed to nearby aircraft and ground stations every second, providing more real-time awareness than radar which has a 12 second delay. When paired with GAGAN, ADS-B with GAGAN will give pilots and air traffic controllers more accurate location data to safely manage airspace. This could have prevented past mid-air collisions in India, like the 1966 crash that killed 349 people due to lack of information in dense traffic. The document argues for implementing ADS-B with GAGAN to improve aviation safety as air travel
The document presents the preliminary design review for the MACH.E.T.E unmanned aerial system. It describes the system's aim of providing laser designation capability for precision strikes. It then summarizes the aircraft and ground segment designs, including dimensions, components, and performance parameters like range and endurance. Key systems like the electric propulsion and laser targeting equipment are also overviewed. Design requirements and risks are addressed.
The document discusses opportunities for aviation safety through improved communication technologies. It notes that while aviation is very safe, accidents still occur when crews face difficulties and lack support. New technologies allow real-time tracking of aircraft and automated transmission of data to help crews, but face institutional barriers. The document argues these technologies could help prevent accidents by providing expert support and awareness of aircraft status.
But what exactly is multilateration? How does it work?
Why are ANSPs and airports increasingly adopting it?
What are its benefits? What about certification?
How will it aid in the transition to ADS-B?
Most importantly, how can it benefit your organization?
The document discusses air traffic control (ATC) principles and processes. It describes how ATC centers use radar, flight plan data processing, and other systems to monitor aircraft, ensure safe separation between flights, and manage airspace flow. It covers topics like radar tracking of aircraft, coordination between ATC sectors, surveillance technologies, and flight data exchange standards.
A plain-language special report on what ADS-B is, how it works, why you should equip before the deadline, and why just being legal may not mean you're as safe as you could be.
Luke Monette, OSMRE, “Drones and their use in Environmental Monitoring”Michael Hewitt, GISP
Lukus Monette presented on the Office of Surface Mining Reclamation and Enforcement's (OSMRE) use of unmanned aerial systems (UAS) for inspections and monitoring. The OSMRE has been conducting UAS pilot projects since 2011 to assess their applicability. UAS allow OSMRE to view large areas quickly and safely, reducing time on site and risks to personnel. Data collected, such as images and 3D models, have been useful for measurements, mapping, and historical records. Current limitations include FAA regulations and the lack of trained OSMRE operators and dedicated UAS. The OSMRE plans to procure UAS costing $2,500-5,000 within the
The document discusses ADS-B technology and how it can improve air traffic surveillance when combined with GAGAN, India's satellite-based augmentation system. ADS-B uses GPS to broadcast flight information like location and speed to nearby aircraft and ground stations every second, providing more real-time awareness than radar which has a 12 second delay. When paired with GAGAN, ADS-B with GAGAN will give pilots and air traffic controllers more accurate location data to safely manage airspace. This could have prevented past mid-air collisions in India, like the 1966 crash that killed 349 people due to lack of information in dense traffic. The document argues for implementing ADS-B with GAGAN to improve aviation safety as air travel
The document presents the preliminary design review for the MACH.E.T.E unmanned aerial system. It describes the system's aim of providing laser designation capability for precision strikes. It then summarizes the aircraft and ground segment designs, including dimensions, components, and performance parameters like range and endurance. Key systems like the electric propulsion and laser targeting equipment are also overviewed. Design requirements and risks are addressed.
The document discusses the Air Defense Identification Zone (ADIZ) around Washington D.C., Special Use Airspace, and Temporary Flight Restricted Areas. It provides details on: the purpose and boundaries of the DC ADIZ; procedures for operating in the ADIZ including speed restrictions and communication requirements; new ADIZ security monitoring positions; and controller responsibilities for tracking aircraft in the ADIZ.
The document provides information on the AgustaWestland GrandNew helicopter including its capabilities, performance specifications, and potential applications. It highlights features such as its state-of-the-art avionics and glass cockpit, IFR certification, enhanced vision systems, exceptional maneuverability and category A performance. Configurations shown include roles in law enforcement, EMS, corporate transport, and utility operations.
This document outlines the course material for the Air Traffic Control and Planning course AE 2305 at KIT - Kalaignar Karunanidhi Institute of Technology. It discusses 5 units that make up the course:
1. Basic concepts of air traffic control including objectives, services provided, classification of airspace, and application of air traffic control.
2. Air traffic services including area control service, flight plans, and separation standards.
3. Flight information, alerting services, coordination procedures and rules of the air.
4. Aerodrome characteristics including data, physical characteristics, and obstacle restrictions.
5. Visual aids for navigation and denoting obstacles, and emergency services.
The document summarizes the A400M flight test campaign. It describes two flight test centers in Toulouse and Sevilla, with telemetry stations across Europe. Five flight test aircraft are conducting over 3700 hours of planned flight tests. So far, the aircraft has achieved over 2180 flight hours and validated its flight envelope, handling qualities, performance, systems, and military capabilities. The flight test program is on track to achieve type certification by the end of 2011.
ACARS is an aircraft data communication system that allows transmission of messages between aircraft and ground stations for air traffic control, airline operations control, and maintenance. It uses VHF radio or satellite to transmit messages in a standardized format. Main message types include air traffic control, airline operations control, and maintenance messages. ACARS interfaces with flight management systems and cockpit display units.
This document discusses ADS-B (Automatic Dependent Surveillance - Broadcast), a technology that will replace radar as the primary means for air traffic controllers to track aircraft. It operates using two modes: ADS-B Out broadcasts data from aircraft, while ADS-B In receives data in the aircraft. By 2020, all aircraft will be required to have ADS-B Out equipment installed. ADS-B uses GPS and broadcasts aircraft's location, speed, and other data to any aircraft or ground station equipped to receive it. This allows pilots and controllers to see the same information simultaneously.
On 4 November 2010, while climbing through 7,000 ft after departing from Changi Airport, Singapore, the Airbus A380 registered VH-OQA, sustained an uncontained engine rotor failure (UERF) of the No. 2 engine, a Rolls-Royce Trent 900. Debris from the UERF impacted the aircraft, resulting in significant structural and systems damage.
The document discusses flight data recorders and cockpit voice recorders, also known as black boxes. It describes their history from being first developed in the 1950s to become mandatory equipment on commercial aircraft. It explains that flight data recorders track aircraft performance parameters while cockpit voice recorders record conversations. Modern recorders can store hours of data and audio using crash-resistant solid-state technology and underwater locator beacons help locate the recorders after accidents.
ADS-B Update: equipping for 2020 (August 2015 edition)sportyspilotshop
This document discusses ADS-B equipage options for pilots, including both panel-mount and portable solutions. It provides an overview of key ADS-B concepts and terminology. For panel-mount options, it reviews several avionics solutions from manufacturers like Garmin, FreeFlight, and L-3 Communications that can be installed in aircraft. It also discusses factors for pilots to consider when deciding between 978 MHz UAT or 1090 MHz ES solutions. The document then covers several portable ADS-B receiver options that can be used with iPad apps like ForeFlight, Garmin Pilot, and WingX to provide ADS-B functionality without a permanent install.
This document discusses cockpit automation and its implications for pilot training. It begins with background on the increasing automation in aviation and the pilot shortage. This leads to a discussion of changes needed in pilot training to address new technologies and interfaces. The document advocates for more deliberate training analysis through task surveys and analyses. This would identify gaps and needs in current training to ensure pilots have the necessary skills to operate modern automated aircraft safely. It emphasizes evaluating training against operational documents and comparing it to actual tasks and conditions pilots will face. The goal is to develop training that adequately prepares pilots for the human factors challenges of automated cockpits.
ERAP is a Korean company that develops and manufactures avionics and electronic components for the aerospace and defense industries. It has core technologies in avionics development, software verification, and maintenance, repair and overhaul (MRO) for aircraft systems. ERAP localizes the production of various components used in aircraft systems, such as circuit boards, power converters, sensors and displays. It provides products and services for helicopters and fixed-wing aircraft, including the KAH, CH-47, UH-60 and C-130. A key offering is ERAP's ground proximity warning system to prevent controlled flight into terrain.
Drone technology, or Unmanned Aerial Systems (UAS) are taking over the hobbyist market. Learn the basics of what you need to implement a UAS program for your agency. Discuss opportunities to integrate footage into social media strategies, including pre-recorded and live aerial broadcasts. Identify best practices for aerial photography and what makes a captivating social media post from the sky.
This presentation discusses the flight data recorder (FDR), also known as the black box. The FDR records aircraft performance parameters and is located in the tail. It records data that is used to investigate accidents and analyze aircraft safety. The FDR has several cards that regulate parameters like CPU, analog, discrete and frequency. It also contains an underwater locator beacon that transmits a signal if the plane crashes in water to help with locating the FDR.
The black box, officially called the flight data recorder, records key flight information that can be used to investigate aircraft accidents. Modern black boxes use solid-state technology to record over 1,000 parameters including aircraft speed, altitude, and engine performance. Flight data recorders have evolved from recording only 5 parameters on metallic foil to digital recorders with thousands of data points. Information recovered from the crash-proof black box recorders helps determine the cause of accidents and improve aviation safety.
ADS-B: A pilot's guide to understanding the system and avionicsSporty's Pilot Shop
Join Sporty's John Zimmerman for a detailed look at Automatic Dependent Surveillance - Broadcast, the technology that's changing how pilots fly. From the basics of the system to portable ADS-B receivers to panel-mount ADS-B transmitters, you'll learn what ADS-B really means and how to fly with it.
Presented at the 2016 EAA AirVenture Oshkosh.
This document summarizes a presentation given to the Rotor Safety Challenge Session at HeliExpo 2017 about the FAA's Helicopter Flight Data Monitoring (HFDM) research for the Aviation Safety Information Analysis and Sharing (ASIAS) program. The research aims to develop analytical tools to analyze flight data from rotorcraft to proactively identify safety issues. Key areas of research include defining safety metrics for rotorcraft, analyzing flight data with enhanced helicopter performance models, and using data mining techniques to detect anomalies and phase of flight safety events. The goal is to help reduce the helicopter fatal accident rate through voluntary data sharing and analysis within ASIAS.
This document provides an overview of Embraer S.A., a Brazilian aerospace conglomerate and manufacturer of commercial, military, and executive aircraft. It discusses Embraer's origins and evolution, operational facilities globally, product lines including commercial and executive jets and military aircraft, environmental initiatives, economic performance, and employee benefits.
Apresentação Institucional - Abril - InglêsEmbraer RI
This document provides an overview of Embraer S.A., a Brazilian aerospace conglomerate. It discusses Embraer's history and evolution, operational facilities around the world, product lines including commercial and executive aircraft as well as defense systems, technologies, environmental initiatives, financial performance, and employee benefits.
Embraer E32 EHM system E jets family .pptxLuisGallar1
The document summarizes the engine health monitoring (EHM) system used on Embraer's E-Jets family of aircraft. Key points include:
1) The EHM system acquires data from the engine controllers and stores it in the central maintenance computer (CMC) for transmission to the ground. Data includes exceedances, faults, and engine parameter trends.
2) Trend data is triggered by the engine controller and includes 52 parameters. Exceedance events store pre-and post-event data to aid analysis without additional downloads.
3) Integrating the EHM logic and data acquisition into the engine controllers provides more flexibility compared to previous Embraer programs. Accessing broader aircraft data also improves trend
The document provides information about UMS Group, a company that provides unmanned aerial systems (UAS) and services. It describes UMS's organizational structure and leadership, various UAS products like the F-330, F-720, and R-350, key system components, and training courses. UMS offers a range of fixed-wing and VTOL UAS, along with data links, avionics, flight control systems, and ground control stations. It also discusses UMS's process for UAS business development projects.
USECASE OF SHORT RANGE DEVICES (SRDs) AND ULTRA WIDE BAND (UWB)Sharat Sawhney
1) The document discusses potential use cases for short range devices (SRDs) and ultrawideband (UWB) technology on aircraft, including cargo tracking and monitoring, a wing-tip anti-collision system, and wideband data transmission.
2) Cargo tracking and monitoring would use combined active RFID and WLAN communications to enable efficient baggage and cargo handling functions.
3) A wing-tip anti-collision system using automotive radar technology could help prevent collisions during ground operations by detecting obstacles and providing advanced warnings.
4) Wideband data transmission using 60GHz technology could provide high-speed wireless connectivity independent of local infrastructure to improve aircraft ground handling processes.
The document discusses the Air Defense Identification Zone (ADIZ) around Washington D.C., Special Use Airspace, and Temporary Flight Restricted Areas. It provides details on: the purpose and boundaries of the DC ADIZ; procedures for operating in the ADIZ including speed restrictions and communication requirements; new ADIZ security monitoring positions; and controller responsibilities for tracking aircraft in the ADIZ.
The document provides information on the AgustaWestland GrandNew helicopter including its capabilities, performance specifications, and potential applications. It highlights features such as its state-of-the-art avionics and glass cockpit, IFR certification, enhanced vision systems, exceptional maneuverability and category A performance. Configurations shown include roles in law enforcement, EMS, corporate transport, and utility operations.
This document outlines the course material for the Air Traffic Control and Planning course AE 2305 at KIT - Kalaignar Karunanidhi Institute of Technology. It discusses 5 units that make up the course:
1. Basic concepts of air traffic control including objectives, services provided, classification of airspace, and application of air traffic control.
2. Air traffic services including area control service, flight plans, and separation standards.
3. Flight information, alerting services, coordination procedures and rules of the air.
4. Aerodrome characteristics including data, physical characteristics, and obstacle restrictions.
5. Visual aids for navigation and denoting obstacles, and emergency services.
The document summarizes the A400M flight test campaign. It describes two flight test centers in Toulouse and Sevilla, with telemetry stations across Europe. Five flight test aircraft are conducting over 3700 hours of planned flight tests. So far, the aircraft has achieved over 2180 flight hours and validated its flight envelope, handling qualities, performance, systems, and military capabilities. The flight test program is on track to achieve type certification by the end of 2011.
ACARS is an aircraft data communication system that allows transmission of messages between aircraft and ground stations for air traffic control, airline operations control, and maintenance. It uses VHF radio or satellite to transmit messages in a standardized format. Main message types include air traffic control, airline operations control, and maintenance messages. ACARS interfaces with flight management systems and cockpit display units.
This document discusses ADS-B (Automatic Dependent Surveillance - Broadcast), a technology that will replace radar as the primary means for air traffic controllers to track aircraft. It operates using two modes: ADS-B Out broadcasts data from aircraft, while ADS-B In receives data in the aircraft. By 2020, all aircraft will be required to have ADS-B Out equipment installed. ADS-B uses GPS and broadcasts aircraft's location, speed, and other data to any aircraft or ground station equipped to receive it. This allows pilots and controllers to see the same information simultaneously.
On 4 November 2010, while climbing through 7,000 ft after departing from Changi Airport, Singapore, the Airbus A380 registered VH-OQA, sustained an uncontained engine rotor failure (UERF) of the No. 2 engine, a Rolls-Royce Trent 900. Debris from the UERF impacted the aircraft, resulting in significant structural and systems damage.
The document discusses flight data recorders and cockpit voice recorders, also known as black boxes. It describes their history from being first developed in the 1950s to become mandatory equipment on commercial aircraft. It explains that flight data recorders track aircraft performance parameters while cockpit voice recorders record conversations. Modern recorders can store hours of data and audio using crash-resistant solid-state technology and underwater locator beacons help locate the recorders after accidents.
ADS-B Update: equipping for 2020 (August 2015 edition)sportyspilotshop
This document discusses ADS-B equipage options for pilots, including both panel-mount and portable solutions. It provides an overview of key ADS-B concepts and terminology. For panel-mount options, it reviews several avionics solutions from manufacturers like Garmin, FreeFlight, and L-3 Communications that can be installed in aircraft. It also discusses factors for pilots to consider when deciding between 978 MHz UAT or 1090 MHz ES solutions. The document then covers several portable ADS-B receiver options that can be used with iPad apps like ForeFlight, Garmin Pilot, and WingX to provide ADS-B functionality without a permanent install.
This document discusses cockpit automation and its implications for pilot training. It begins with background on the increasing automation in aviation and the pilot shortage. This leads to a discussion of changes needed in pilot training to address new technologies and interfaces. The document advocates for more deliberate training analysis through task surveys and analyses. This would identify gaps and needs in current training to ensure pilots have the necessary skills to operate modern automated aircraft safely. It emphasizes evaluating training against operational documents and comparing it to actual tasks and conditions pilots will face. The goal is to develop training that adequately prepares pilots for the human factors challenges of automated cockpits.
ERAP is a Korean company that develops and manufactures avionics and electronic components for the aerospace and defense industries. It has core technologies in avionics development, software verification, and maintenance, repair and overhaul (MRO) for aircraft systems. ERAP localizes the production of various components used in aircraft systems, such as circuit boards, power converters, sensors and displays. It provides products and services for helicopters and fixed-wing aircraft, including the KAH, CH-47, UH-60 and C-130. A key offering is ERAP's ground proximity warning system to prevent controlled flight into terrain.
Drone technology, or Unmanned Aerial Systems (UAS) are taking over the hobbyist market. Learn the basics of what you need to implement a UAS program for your agency. Discuss opportunities to integrate footage into social media strategies, including pre-recorded and live aerial broadcasts. Identify best practices for aerial photography and what makes a captivating social media post from the sky.
This presentation discusses the flight data recorder (FDR), also known as the black box. The FDR records aircraft performance parameters and is located in the tail. It records data that is used to investigate accidents and analyze aircraft safety. The FDR has several cards that regulate parameters like CPU, analog, discrete and frequency. It also contains an underwater locator beacon that transmits a signal if the plane crashes in water to help with locating the FDR.
The black box, officially called the flight data recorder, records key flight information that can be used to investigate aircraft accidents. Modern black boxes use solid-state technology to record over 1,000 parameters including aircraft speed, altitude, and engine performance. Flight data recorders have evolved from recording only 5 parameters on metallic foil to digital recorders with thousands of data points. Information recovered from the crash-proof black box recorders helps determine the cause of accidents and improve aviation safety.
ADS-B: A pilot's guide to understanding the system and avionicsSporty's Pilot Shop
Join Sporty's John Zimmerman for a detailed look at Automatic Dependent Surveillance - Broadcast, the technology that's changing how pilots fly. From the basics of the system to portable ADS-B receivers to panel-mount ADS-B transmitters, you'll learn what ADS-B really means and how to fly with it.
Presented at the 2016 EAA AirVenture Oshkosh.
This document summarizes a presentation given to the Rotor Safety Challenge Session at HeliExpo 2017 about the FAA's Helicopter Flight Data Monitoring (HFDM) research for the Aviation Safety Information Analysis and Sharing (ASIAS) program. The research aims to develop analytical tools to analyze flight data from rotorcraft to proactively identify safety issues. Key areas of research include defining safety metrics for rotorcraft, analyzing flight data with enhanced helicopter performance models, and using data mining techniques to detect anomalies and phase of flight safety events. The goal is to help reduce the helicopter fatal accident rate through voluntary data sharing and analysis within ASIAS.
This document provides an overview of Embraer S.A., a Brazilian aerospace conglomerate and manufacturer of commercial, military, and executive aircraft. It discusses Embraer's origins and evolution, operational facilities globally, product lines including commercial and executive jets and military aircraft, environmental initiatives, economic performance, and employee benefits.
Apresentação Institucional - Abril - InglêsEmbraer RI
This document provides an overview of Embraer S.A., a Brazilian aerospace conglomerate. It discusses Embraer's history and evolution, operational facilities around the world, product lines including commercial and executive aircraft as well as defense systems, technologies, environmental initiatives, financial performance, and employee benefits.
Embraer E32 EHM system E jets family .pptxLuisGallar1
The document summarizes the engine health monitoring (EHM) system used on Embraer's E-Jets family of aircraft. Key points include:
1) The EHM system acquires data from the engine controllers and stores it in the central maintenance computer (CMC) for transmission to the ground. Data includes exceedances, faults, and engine parameter trends.
2) Trend data is triggered by the engine controller and includes 52 parameters. Exceedance events store pre-and post-event data to aid analysis without additional downloads.
3) Integrating the EHM logic and data acquisition into the engine controllers provides more flexibility compared to previous Embraer programs. Accessing broader aircraft data also improves trend
The document provides information about UMS Group, a company that provides unmanned aerial systems (UAS) and services. It describes UMS's organizational structure and leadership, various UAS products like the F-330, F-720, and R-350, key system components, and training courses. UMS offers a range of fixed-wing and VTOL UAS, along with data links, avionics, flight control systems, and ground control stations. It also discusses UMS's process for UAS business development projects.
USECASE OF SHORT RANGE DEVICES (SRDs) AND ULTRA WIDE BAND (UWB)Sharat Sawhney
1) The document discusses potential use cases for short range devices (SRDs) and ultrawideband (UWB) technology on aircraft, including cargo tracking and monitoring, a wing-tip anti-collision system, and wideband data transmission.
2) Cargo tracking and monitoring would use combined active RFID and WLAN communications to enable efficient baggage and cargo handling functions.
3) A wing-tip anti-collision system using automotive radar technology could help prevent collisions during ground operations by detecting obstacles and providing advanced warnings.
4) Wideband data transmission using 60GHz technology could provide high-speed wireless connectivity independent of local infrastructure to improve aircraft ground handling processes.
The document discusses unmanned aerial systems (UAS) technology and its potential applications. It covers current and proposed UAS regulations by the FAA, the technology behind UAS including different types of platforms and payloads, and various applications of UAS for tasks like infrastructure inspection, disaster response, and data collection for GIS. It emphasizes that UAS can provide an aerial perspective at a lower cost than traditional aircraft and notes the link between UAS data and GIS for interpreting information.
PrivateSky Aviation Services specializes in maintenance and certification services for Gulfstream large cabin aircraft models including the GII, GIII, GIV, GV, and G550. It is an FAA-certified 145 repair station located in Fort Myers, Florida with approvals from Bahrain, Bermuda, and Mexico. The document provides details on its certification capabilities, Gulfstream experience, interior, engine, avionics, and airframe services. It also lists the company's management team and contact information.
Case Study_IV&V of AutomaticFlightControlPanel.pdfOak Systems
3-axis (Pitch, Roll, and Yaw) simplex and 4-axis AFCS (Pitch, Roll, and Yaw & Collective) digital Automatic Flight Control System (AFCS) on LUH are used to provide stability, controllability, and autopilot modes for ease of flying. The AFCS consists of an Automatic Flight Control Computer (AFCC) and an Automatic Flight Control Panel (AFCP). The AFCC is the core of the AFCS.
The Automatic Flight Control Panel (AFCP) is the main man-machine interface between the pilot and AFCC for control commands, status indicators, and alphanumeric displays of AFCS functions. The AFCP software receives commands from the panel push-button control switch, transmits these commands to the AFCC through the ARINC429 channel, and receives the commands from the AFCC through the ARINC429 channel. The received ASCII data is shown on an alphanumeric display.
This document provides information on aircraft maintenance tools and ground support equipment (GSE) manufactured by DCM Aerospace. It includes contact information for DCM Aerospace and an index listing the types of tools and equipment available organized by aircraft systems. The document then provides more detailed product pages and specifications for various tools and GSE, including loop resistance testers, air flow cups, aircraft jacking equipment, axle jacks, and hydraulic axle jacks. It indicates that DCM Aerospace is an authorized manufacturer for several aircraft OEMs and that its equipment is certified and calibrated according to industry standards.
GA-FDM provides an automated flight data monitoring (FDM) system for general aviation aircraft. The system monitors engine and flight parameters in real-time, analyzes the data, and emails summaries and reports to users. Analysts review the data and provide detailed reports. The system also offers airborne video, satellite communication for flight following, and integration with safety management systems.
This presentation was given to Florida URISA via webinar on February 13, 2014 by Bill Emison, Senior Account Manager for Merrick & Company of Greenwood Village, Colorado. The purpose of this webinar was to provide an objective and practical review of current unmanned airborne mapping capabilities in the United States.
Air Traffic Control and Runway SeparationsAshwin Samales
This document discusses air traffic control and runway separations at airports. It explains that air traffic control provides operating rules for airports and influences airport capacity. Different types of air traffic control equipment are located at airports, including navigation, communication, surveillance and weather equipment. The document discusses siting criteria and critical areas for some of these equipment. It also provides examples of minimum separations between aircraft on runways and approaches under instrument and visual meteorological conditions.
The document discusses the history and architecture of air traffic control systems. It describes:
1) Early ATC systems used centralized servers and proprietary hardware/software from Thomson CSF.
2) Later systems like Eurocat used distributed UNIX servers, TCP/IP, and open standards.
3) These systems comprised workstations, front processors for radar/flight data, and LAN/WAN networks to share data between ATC centers and other facilities.
NCET UAS Luncheon - Nevada Dynamic - June 2015Archersan
Nevada Dynamics is a startup company focused on enabling the widespread commercial use of drones based on a hardware and software safety solution for unmanned autonomous system.
This presentation is about the Avionics System Standards in terms of hardware and software briefly discussing the DO-254( ) and DO-178( ) as required for basic understanding.
Textron Inc. at Goldman Sachs Industrials ConferenceTextronCorp
This document summarizes Frank Connor's presentation at the Goldman Sachs Industrials Conference. It discusses Textron's strategy of investing in new products and acquisitions to drive future growth across its business segments, which include aviation, industrial, and defense. Key points covered include new aircraft and helicopter models in development at Bell and Cessna, and unmanned systems and weapons programs at Textron Systems. The presentation also highlights Textron's focus on international expansion and improving profitability through operational excellence.
Some recent claims have been made concerning the ability to remotely hijack airplanes. This talk examines those claims.
Videos for slides are now available:
https://www.youtube.com/watch?v=dOlM1weOF8g
https://www.youtube.com/watch?v=-6IW-vJSHeU
https://www.youtube.com/watch?v=LHqnUUiowjs
This document provides an overview of Embraer, a Brazilian aerospace conglomerate. It discusses Embraer's origins and evolution, technological capabilities, global presence and workforce, commercial and defense aircraft product lines, environmental initiatives, financial performance, and investments. Key information includes Embraer's privatization in 1994, over 16,000 employees in Brazil, commercial aircraft families like the ERJ 145 and EMBRAER 170/190, defense programs including the Super Tucano and KC-390, and environmental leadership as the first company to certify an aircraft powered by biofuels.
2. “MH370 / AF447”
•Where is the aircraft?
•What happened?
•Or more generically,
“What is the current state and location of the aircraft?”
Both questions can be answered with the same
technology, which is available and in service today
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
3. FLYHT Solution
• The system solution consists of two components:
Remotely programmable, on-board
hardware with memory and
processing capability
Web-based secure data conduit,
with applications, analytics, and
reporting tools
AFIRS
UpTime
4. How it works
“Blue Box”
Automated reporting
Voice & data - 2 way.
Connects to FDR and
other data sources
Global satellite
communications (Iridium) —
no gaps or coverage limits
Relays secure information
from Blue Box to server and
back
Data transformed into timely
messages and usable
information- delivered to user IP
address in seconds
N1XYZ DEPARTED: EGNR AT: 2011-05-16 16:36:26 FOB: 4693
G- XYZ Exceedance: N1 Overspeed Left Engine
LIMIT: 99.5 OVER LIM SEC: 25 PEAK: 100.25
GMT: 16:36:05 Location: LAT: 53.184814 LONG: -2.9680176
SAT: 14 PALT: 160 MACH: 0.24 IAS: 159
5. Triggered transmission requirements for
irregular operational situations
1. Instant alerting (automatically)
To dispatch/AOC first;
Then, if emergency is declared, dispatch expands network of
recipients with one action
2. Precise position tracking in real time shifts to high
resolution (rate can be escalated by AOC/OCC)
3. Selected aircraft data fed directly to subject matter
experts in real time (e.g., maintenance, OEMs; FAA;
NTSB); usually based on pre-defined parameters
and recipients
Streaming
video
6. Reporting Tempo—lessons learned
•Never want all the data all the time
•Routine operations data
• basic position, OOOI, fuel, and a/c status sent real time at
selectable intervals (all data recorded on board for later
FDM/FOQA)
•Exception-based reporting
•Event and context data sent in real time (real time FOQA)
•In irregular operations, a higher rate of position and data
reporting is automatically initiated
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
7. Infrastructure exists today to support a global
fleet
•Internet-
•selected data can be delivered securely to any IP address
•Satcom-
•Global coverage (Iridium). No frequency or capacity limitations
NO incremental investment required in the
enabling infrastructure
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
8. Safety/Security
•Automated system with no management or intervention by the
crew (physically isolated to prevent tampering);
•No crew discretionary interrupts or “standby” mode (ADS-B)
•Ability to connect to an alternate power input, battery bus or
battery pack – easily protected from electrical issues
•In the event of loss/cutoff of aircraft power, AFIRS would
transmit its own GPS position data and backlogged data
•Transport layer encryption
•Data only goes to pre-designated recipients
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
9. Requirement Status Timeline
FAA/EASA certified system Existing Available today
STCs for major aircraft types Many in
hand
Each requires 6-9 mo w/o expediting
(can run in parallel)
Manufacturing Capacity In place Can ramp up to hundreds / mo
Installation process Routine • New a/c: install as built
• Retrofits: C-check cycle
• Global fleet could be done in 3 yrs.
Communications Infrastructure
(SATCOM & Internet)
100% in
place
Available today-no expansion
required
CONOPS for Emergencies Baseline
exists
Needs to evolve with all parties
Implementation Requirements and Timelines
10. Summary of AFIRS Capabilities & Benefits
1) Facilitates continuous situational awareness /
operational control (using AC 120-101 as guide)
2) Creates operational and monetary benefits
• reduce operating costs
• reduce fuel burn
• increase dispatch availability
• avoid unscheduled maintenance
3) Automated alerting & aircraft information for
emergencies
• Automatic alerting
• High resolution tracking
• Flight data in real time
12. Make one size fit all = fleet commonality
•Same hardware (Dash-8 to B-777)--standard bus interfaces
•Configurable at system level
• Selection of services (voice, text, OOOIs, trends, AFM exceedances.
fuel management, triggered streaming)
• Report routing (internal and external; situation-dependent)
• Tailoring of alerts and limits (AFM + operator options)
• With or without ACARS and/or FANS interfaces
•Fully globally capable when using Iridium (but could work in
degraded form with other satcom and broadband (sacrifices global
coverage and loss-of-power capabilities))
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
13. Typical AFIRS 228 Installation
AFIRS 228 Unit
GPS/ Dual Iridium Antenna
33 STCsCost (can vary up or down somewhat):
a. AFIRS hardware: US ~$50k
b. Airplane installation costs: US ~ $20k
c. Estimated time for installation:~200 hrs.
(cost included in b.)
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
14. Triggers
•Aircraft-related
•“Routine” maintenance alerts
•(AFM limit exceedances; system discrepancies)-short duration message
with data
•Emergency situations
•Major airworthiness issues (depressurization, loss of engine(s),
low fuel, fire, etc.) would trigger a higher rate of position reports
and FDR data dump
•Irregular operation-related
•Extreme attitude changes
•Significant unauthorized deviation from flight path
•Crew request
Notice: This briefing contains proprietary information and is disclosed to IATA ATTF solely for ATTF
evaluation purposes. No dissemination beyond ATTF members is authorized without explicit written
approval from FLYHT Aerospace Solutions, Ltd.
15. AFIRS Airworthiness Approvals
FLYHT Airworthiness Approvals
Aircraft Type/Series TCCA (Canada) FAA EASA CAAC (China) ECAA (Egypt)
Airbus A319-A320-A321 [ACJ319- ACJ320-ACJ321] 220(A), 228(A) 220(A) 220(A) 220(A), 228(IP) 220(A)
Airbus A330-200/300 220(P)
ATR 42 / 72 228(A) 228(A)
Bombardier CRJ-100/200/440 [CRJ-100SE] 220(A) 220(A) 220(A)
Bombardier CRJ-700/900 [Challenger 870/890] 228(A) 228(A)
Boeing 737-200/300/400/500 220(A), 228(IP) 220(A) 220(A) 220(A)
Boeing 737-700/800 [BBJ1/BBJ2] 220(A), 228(A) 220(A), 228(IP) 220(A) 220(A), 228(IP)
Boeing 747-200 228(A)
Boeing 757-200 220(A) 220(A) 220(A) 220(A)
Boeing 767-200/300 220(A), 228(A) 220(A), 228(IP) 220(A) 220(A)
Boeing 777-200/300 228(A) 228(A)
DeHavilland DHC-7 220(A)
DeHavilland DHC-8-100/200/300 220(A) 220(A) 220(A)
DeHavilland DHC-8-400 220(A)
Embraer EMB 135/145 [Legacy 600] 220(A)
Fokker F.28 Mk0100 220(A)
Hawker 750/800XP/850XP/900XP 220(A), 228(A) 220(A), 228(IA) 220(A), 228(A)
McDonnell Douglas DC-10-10/30/30F 220(A) 220(A)
McDonnell Douglas MD-83 228(P)
220(A) = Active AFIRS 220 220(P) = Provisioned AFIRS 220 with Activation Approval Pending
228(A) = Active AFIRS 228 228(P) = Provisioned AFIRS 228 with Activation Approval Pending
IP = In Progress – Design 80% (min.) Complete or Submitted to Foreign Authority for Validation
16. Maintaining connectivity in extreme attitudes
Issue: If aircraft experiences extreme attitude changes, can
a SATCOM-based (Iridium) triggered position and data
transmission system maintain its link?
Flight test designed specifically to test SATCOM link during
extreme upset, while streaming position and FDR data
17. Maintaining connectivity in extreme attitudes
Conclusion : No loss of data, even at >80 deg roll
Issue: If aircraft experiences extreme attitude changes, can
a SATCOM-based (Iridium) triggered position and data
transmission system maintain its link?
18. Data Transmission & Costs
Path: Iridium UpTime web server user(s)
•Flight following at intervals as short as 5 seconds (real-time);
normal 5-15 minutes at operator discretion
•Monitored on the airline’s ASD at the AOC/OCC; position
report usually contains other info about aircraft status
Cost:
•<$0.05 per position report (typical user requests 4-12 per hr.)
•Other services are menu priced
•Triggered streaming event would cost ~$5-10/minute (max)