Army officials sing praises of UH-72A Lakota at Army Aviation show this week in Nashville

Posted by John McHale.
Army officials were delivering heaps of praise upon EADS North America during a press conference this week for their performance regarding production of UH-72A Lakota. Army leaders from Redstone Arsenal, Ala., said at U.S. Army Aviation Association of America AAAA annual forum in Nashville, Tenn. that they have been able to return 23 National Guard Black Hawk helicopters to combat deployment thanks to the on-time and early deliveries of the UH-72A Lakotas from EADS North America in Arlington, Va.

The 23 Black Hawks returned to service is critical, said Col. Neil Thurgood, Army project manager, Utility Helicopters at the press conference. "It is almost the equivalent of an assault battalion," he added.

For more on the Lakota's avionics read "Army helicopters get avionics face-lifts."

A major reason the that the Lakotas are meeting their delivery goals is that the requirements have not changed, which often happens in a program, causing the integrators and industry partners to have to keep re-designing to keep up with the changes, which equates to delays, Thurgood said. The Army will still make modifications as components go obsolete, but the requirements will not change, he added.

The Lakota was developed through industry-funded research then sold to the Army in a commercial transaction, said John Burke, vice president, EADS North America. Burke also made his comments during the press conference.

They key is that Eurocopter has the largest commercial helicopter fleet in the world, and was able to leverage the commercial technology used in those programs, Burke continued. Also it helps that the Army's "acquisition leadership is focused on where it's going not where it's been," he added.

The UH-72A is produced in Columbus, Miss., at EADS North America's American Europcopter business unit's rotary-wing center of excellence. Production of the Lakota, which is based on Eurocopter's EC145 multi-role helicopter produced in Germany, has been duplicated in Columbus.

The transfer of production to the U.S. was "extremely smooth and EADS did not miss one delivery," Thurgood said.

The Army has a total acquisition target of 345 helicopters through 2015 and 154 have been delivered to the National Guard so far, Thurgood noted. The National Guard will receive 210 of that final total, he added.

The upgraded Lakotas will be used by the National Guard for reconnaissance, border protection, command and control and air movement operations that support U.S. homeland defense, and security missions.

AMC/AEEC attendance up as avionics engineers are bullish on market

Posted by John McHale
Attendance at the Avionics Maintenance Conference (AMC)/Airlines Electronic Engineering Committee (AEEC) event this week in Memphis Tenn., was up by nearly 20 percent over last year's event, according to AMC organizers -- this is particularly noteworthy considering this is the first year they charged $500 per person to attend. However, the positive vibes I was getting from avionics suppliers, airframers, and airlines about the market health is probably a big factor in the improved turnout.

Attendees are particularly excited about opportunities in new aircraft such as the Boeing 787 Dreamliner while the retrofit market looks promising for electronic flight bag (EFB) designers as airlines and operators beging to upgrade their fleets to eb compatible with future air traffic management mandates such as SESAR in Europe and NextGen in the U.S.

Airline representatives were more reserved, expressing concern over rising fuel prices. During AEEC committee meetings there was growing doubt about the whether or not SESAR and NextGen
-- when fully deployed -- will have similar architectures and nomenclature, making it the transition to these systems much easier on the airlines.

The monumental task of just getting different European countries on the same page within the SESAR initiative seems daunting -- let alone harmonizing with the Federal Aviation Administration's (FAA's) NextGen program.

The airlines are also looking for solid avionics roadmaps from SESAR and the FAA so they will know what to adopt, when to adopt it, and how much it will cost.

Maybe aviation market is turning around

Posted by John McHale
After this week I'm feeling very confident that the avionics market and the aviation market as a whole is definitely on the upward climb. We just wrapped up our 2011 Avionics & Defence Electronics Europe conference in Munich this afternoon with our attendance up 35 percent over last year.

The attendees were excited about the content on future air traffic management (ATM) systems such as Single European Sky ATM Research (SESAR) and the U.S. Next-Generation Air Transportation System (NextGen). They were also smiling about the fact that money is also starting to be spent to be spent on equipping avionics systems with future ATM technology such as Automatic Dependent Surveillance-Broadcast (ADS-B) systems.


A commercial avionics market report from Frost & Sullivan backed up the enthusiasm on the floor, but in a more conservative way. Diogenis Papiomytis, principal consultant with Frost, said that the avionics market will not recover till 2014, but it is on the upswing.

He said that technologically speaking navigation and communication equipment are the best investment bet from now till 2020.

We've found that our show attendance typically echoes market health as well as strong content and good marketing. So we're really looking forward to next year's event in Munich.

So were the attendees, as amany of them were looking to be part of the program for next year. If you are too then stay posted here as we will have a Call for Papers coming out the beginning of the summer.

Pilot training taking backseat to new avionics, says Avionics Europe keynote

Posted by John McHale
Pilot training and not new technology is the key to improving flight safety, said Capt. Manfred Mueller, head of flight safety for Lufthansa Airlines, during his keynote address at the Avionics & Defence Electronics Europe conference this week.

Mueller told the audience that too often cost management not new avionics is the real reason flight training has been reduced in flight programs worldwide. New avionics technology, despite its amazing capabilities, can fail catastrophically and pilots need to be have the training to deal with those emergency situations.

Flight training centers are more about making money and keeping costs down and do so by cutting back on pilot training, Mueller said. Flight crews need to implement more "fallback strategy training" in addition to their own training, he added.


Fallback refers to the training you fallback on when your state-of-the-art cockpit avionics fail.

It is often said that new aircraft as the Boeing 787 will reduce pilot training costs because they are easy to fly, Meuller said. That is dangerous thinking and hopefully it will not take more plane crashes to increase training.

Mueller said too often abnormal procedures are designed by lawyers when they should be designed by human factor experts.

Mueller's lawyer comment was echoed in the following keynote delivered by Vincent de Vroey, head of Association of European Airlines, when discussing the relevancy of the European Aviation Safety Agency (EASA).

"EASA needs to focus on safety only," de Vroey said. Too often legal teams get involved and they lose their focus, he noted.

Chinook CH-47F pilots loving their glass cockpit

Posted by John McHale
"There's nothing like a new Chinook helicopter smell," someone said near me as I boarded a new CH-47F Chinook helicopter at AUSA Winter's static display outside the convention center in Fort Lauderdale, Fla. He's right it did smell new, but perhaps the most shiny part of the new aircraft was its avionics.

A Chinook helicopter pilot -- Lt. Jack Tartaglia -- ran me through the aircraft's new glass cockpit, provided by Rockwell Collins in Cedar Rapids, Iowa.

A former pilot on the CH-47U model, he told me the glass cockpits are far and away better for pilots than older cockpits with mechanical gauges just from an ease of use and efficiency perspective. Tartaglia said his favorite part in the avionics suite is the map display, which operates in real-time, displaying data from anywhere in the world.

For more on the Chinook cockpits read "Army uses open standards for helicopter avionics."

It took years for glass cockpits to be fielded, but now new features are added every few weeks such as multiple radios and extra slots for data cards. The pilots can change their flight plan on the fly by just plugging in a data card, then the helicopter just flies on its own according to the new flight plan.

The best thing about my little tour was the enthusiasm of the Chinook crew. They absolutely love the new model.

The Army likes contractors who are on time and on budget

Posted by John McHale
The headline for this blog may state the obvious, but unfortunately defense prime contractors are not always able to meet those lofty goals -- on time and on budget. Note the cancellations of programs such as Armed Reconnaissance Helicopter (ARH) -- cancelled in 2008 for what the Army said were cost overruns and other issues.

However, there are some contractors who do hit their targets, and the Army is not shy about issuing their praise for these efforts such as the Security & Support Mission Equipment Package (MEP) modification to the UH-72A Lakota, led by EADS North America in Arlington, Va. This MEP included new avionics systems and other equipment.

"EADS North America has never missed a delivery to the Army on this program," Lt. Col. Dave Bristol, product manager for Lakota helicopters at Redstone Arsenal told me during an interview I was doing on helicopter avionics upgrades. "They've done a great job of being on time if not early, which is unheard of in a program."

For more on the Lakota upgrade read "Army looks to helicopter avionics upgrades and technology insertion in the absence of new rotorcraft programs."

In addition to EADS North America Bristol also noted the "hard work" of the National Guard Bureau, Project Executive Office Aviation, American Eurocopter, and other suppliers.

Bristol's enthusiasm for EADS North America made me think back to 2008, when I was at the Association of the U.S. Army (AUSA) annual meeting in Washington. It was right around when the ARH was cancelled and you could sense the frustration and disappointment of Army Aviation officials over the program's failures.

That's why it was nice to hear Bristol's comments. I hope it's a recurring trend. The country could use a new helicopter platform -- even though it will take ten years at least from start to finish.

The Lakota's success certainly bodes well for EADS North America too.

Managing thermals in Army helicopter cockpits

Posted by John McHale
Managing thermals in avionics is a big challenge in the OH-58F Kiowa Warrior upgrade, says Lt. Col. Scott Rauer, product manager, Kiowa Warrior Program Executive Office at Redstone Arsenal, Ala. Unlike the Apache helicopter, which has a dedicated cooling system, "my two main boxes are clustered together where they are open to ambient air and operating in hot environments."

Rauer made his comments to me during interviews for an article I was writing on helicopter avionics. For more on that interview read "Army looks to helicopter avionics upgrades and technology insertion in the absence of new rotorcraft programs."

"The new smaller boxes are better at thermal management and we've also noticed a trend toward more thermally efficient electronics at the board and chip level," Rauer says.

It can take quite a bit of problem solving as these aircraft are operatign in very hot environments with limited space in the cockpit, Rauer says. In one case "we are designing a box where the exhaust from one box blows to the intake of another box -- to help keep it cool. It's delicate jigsaw puzzle."

Engineers at Rockwell Collins in Cedar Rapids, Iowa, say creative thinking is necessary as the new processors are generating so much more heat. For one program Rockwell Collins helped manage the thermals on a display system by taking advantage of light emitting diode (LED) power efficiencies for the backlighting, which helped reduce the overall temperature of the system, says Dan Toy, principal marketing manager in mobility and rotary wing business area at Rockwell Collins.

Investing in filters, compensators, and unique optics can help minimize the power draw from a lighting source, Toy adds. "We are constantly making sure we have the appropriate solution."

Even though processors are getting power hungry you can do a lot more in single processor than ever before, says Steve Edwards, chief technology officer for Curtiss-Wright Controls Embedded Computing in Leesburg, Va. "If we can cool a module, you may have less power at the platform level."

Some vendors will allow users to change clock speeds to reduce power on Intel chips, Edwards continues. If the application does not need to do full-up processing, the clock speed adjustment will enable them to throttle back and reduce power voltage on the chip, he adds.

Curtiss-Wright Controls Electronic Systems in Littleton, Mass., has a new technology line called CoolWall that is available in a 3U form factor and ideal for applications such as helicopter avionics or unmanned aerial vehicles, Edwards says. This technology is based on a proprietary mixture of metal composite materials, and provides the ability to thermally manage high-power payloads in multiprocessing and digital signal processing (DSP) applications.

It came from Curtiss-Wright's acquisition of rugged enclosure and chassis designer Hybricon, he adds.