The world of aviation seldom finds itself adopting technologies that were designed for mainstream consumer products. Be it the difficulty of integrating such technologies, the challenges involved in ensuring their robustness in a cockpit environment, or the fact that their use simply doesn’t translate well in the aircraft’s front office, aviation has usually trailed behind.

Then one day a jeans-clad Steve Jobs introduced the iPad and many things changed. To most, the iRevolution has meant increased connectivity and a world where even ovens are expected to be touch sensitive. Yet, most readers probably would not have predicted the extent to which the iPad has also taken the aviation world by storm. EFB-like apps now abound and general aviation and commercial pilots alike can enjoy some of the benefits of affordable and intuitive digital charts.

 The Aviation Management Association estimates that 53% of AOPA members are iPad users. Doing the math, that translates into an astonishing 220,000 pilots. Furthermore, if one considers that the active pilot population in the US is close to the 600,000 mark and that these adoption rates were redacted 18 months after the introduction of the iPad, these figures look all the more impressive – and probably conservative. Finally, if one also considers that 35% of the active pilot population that is not a member of AOPA is also likely using iPads for flight purposes then we are looking at an “iPilot” population rivaling that of some cities. 

While it’s important to acknowledge the significance that the iPad app has had on the pilot community, it’s equally important to understand that the apps that said pilots use differ substantially. In other words how do Cupertino’s products enhance the cockpit experience? I don’t intend to go over the minutiae of each function; however from a broad standpoint, we can classify the pilot apps into two categories:

• Chart Viewers, essentially PDF viewers that allow pilots not to carry tons of paper in the cockpit
• EFB-like apps, covering everything from geo-referenced maps, to weather/terrain/obstacles data

In the first case we are basically looking at a paper substitute in the cockpit. In the second case, we are talking about increased situational awareness.

Rumors are running rampant that an iPad with a smaller screen may be hitting store shelves soon. It will be interesting to see how this impacts the established ecosystem. On one hand, a smaller unit could well mean that we finally get something that more closely resembles the size of a kneeboard. On the other, readability will still be critical to the adoption of the new unit – will a smaller screen make it harder to read chart data?

Do you have any thoughts or experiences that you’d like to share? Go ahead and comment!

Cheers,

Raf.

During the recent Aero Friedrichshafen, Diamond CEO Christian Dries announced that his company was in the process of developing a robotic helicopter, the “Hero”, capable of conducting autonomous missions.

I had to let that news sink in… Sure, we had already witnessed optionally manned DA-42 variants. However, the reader will forgive me if I didn’t see this one coming. It’s one thing to develop a fixed wing aircraft with some sensing capability; it’s a completely different one to develop a rotorcraft (with no prior experience to speak of) that has sufficient processing power to make its own decisions. What’s more, Mr. Dries indicated that the “Hero” has already flown.

So far, not much has been revealed, but for the sake of initiating a discussion we can speculate the following:

• The two engines and associated rotors will likely be placed side by side to improve lateral stability.
• With 250 lbs of sensor equipment and a total weight of just over 1,300 lbs, it’s safe to assume that there won’t be much room for payload. If we compare these basic specs to, say, the “Firescout”, the size of the “Hero” should be substantially smaller. I also suspect that some of the weight savings will come in the form of reduced metal in the fuselage and added composites (as is the case in other Diamond-made fixed-wing products).
• The lack of payload and the stated ability for the “Hero” to hover for 6.5 hours point towards an aircraft that will be only used for reconnaissance and surveillance operations. In that respect, its missions will be more focused than those of Boeing’s Hummingbird, as an example. This assumption seems to be further reinforced by Mr. Dries’ comments that the aircraft can hover for “nearly four hours” over one spot with no mention about range. One has to believe that specific applications removed from the battlefield likely also include border patrol.

At this point my primary thought is whether Diamond has sufficient financial wherewithal to bring the project to completion: we are aware of the delays in the D-Jet program (which, by the way, is a beautiful aircraft), but then again the recent trend towards UAVs appears to give credence to Diamond’s new strategy. And once we find out who is their yet-to-be-named partner, we may be able to put all doubts to rest.

What’s certain is that with the number of players in the UAV market, Diamond will be in good company.

Cheers,

Raf.

Over the past couple of years we have witnessed one of aviation’s inescapable realities: its fortunes are clearly tied to the world economy… and it hasn’t been pretty. Business and General Aviation appears to have been hit particularly hard: I will always contend that the amount of productivity that bizjets, turboprops and piston aircraft generate is substantial and that use of these tools has often been mischaracterized as opulent. Yet, the lift that could have been generated by the introduction of new technologies doesn’t appear to have compensated for the downwards pull of macroeconomic gravity… with some notable exceptions and first among them is China.

China’s surge in prominence is significant in two ways. First (the obvious), it provides a new sales opportunities for airframers seeking to offset lower demand in North America and Europe. With GDP growth projected to stabilize in the vicinity of 8% annually, it is not hard to see the allure of China.

Second (the not-so-obvious), China’s surge in importance is paradoxically contrasted with an infrastructure that is lacking on several fronts. Not only is the number of airports inadequate to support the economy, particularly in its hinterland, but even the existing ones lack a solid MRO and FBO network. For a country whose current bizjet installed base barely broke the 100 count recently (yes, no missing zeros), the lack of an adequate support system would appear to be a substantial hindrance to adoption rates.

Yet, analysts appear to be in agreement that an installed base of 1000+ in China within a decade is within reach. The answer, as readers may have guessed, lies in the Chinese government’s intent to bridge the gap with a solid infusion of construction projects and decreased airspace regulation. China’s 12^th Five-Year plan specifically contains the following provisions:

“[…] promote the development of general-purpose aviation, reform the airspace management mechanism, and improve the efficiency of utilization of airspace resources. […]”

For those of us who are not proficient enough in Chinese to read the text in its original form, a number of sites such as this one offer a useful English translation.

If recent efforts by the government to continue fueling its economic growth and maintain the country’s prominence on the world stage are any indications, there should be no doubt that they will succeed and that airframers’ trust in bluer skies ahead are well placed.

The upcoming ABACE tradeshow in Shanghai at the end of March will be a good barometer: it promises to be better-bigger-bolder. The industry’s eyes will certainly be pointed eastward next month.

A few days ago GE Aviation announced that its new H80 turboprop engine achieved EASA certification. Those who passed by our booth at Oshkosh and NBAA earlier this year got the chance to see this amazing engine up-close. If you couldn’t make it (or if you need a refresher), I encourage you to check out the engine’s data sheet.

Celebrations were in order to mark this important milestone. During an incredible evening at the US Ambassador’s residence in Prague, our Czech colleagues, under whose leadership the H80 was developed, were treated to congratulatory messages from Czech dignitaries, David Joyce (President and CEO, GE Aviation), Brad Mottier (GE’s VP and General Manager for Business & General Aviation), Paul Theofan (GE Aviation’s President and Managing Executive of Business & General Aviation Turboprops), and Frederic Compigneaux (EASA Deputy Director), to name a few.

Back at GE Aviation’s Cincinnati’s headquarters some of us also celebrated our colleagues’ success with an aptly decorated cake and plenty to smile about.

Take a look at some of the pictures from both events.

I can’t think of a better way to end 2011 and I look forward to more successes in 2012.

Cheers,

Raf.

With recent announcements concerning the Eclipse 550 and the sale of Diamond to Dubai-based Medrar Financial Group, it seems that “personal jets” are, once again, poised for a comeback… if somewhat delayed. Yes, the Altaire has been put on hold indefinitely and the entry into service of the Cirrus SF50 has been postponed until 2015. Yet, some activity is still better than no activity and I can’t help but hope that one day these more affordable entries into the jet world will become a reality.

Now, to be clear, I am fully aware of the whole financial debate pitting personal jets vs. turboprops and I’ll be the first one to admit that purely from an operating cost standpoint turboprops appear to make a more compelling proposition. However, the experience of flying a bizjet is quite unique and I have to believe that the decisions of individuals who can afford one of those aircraft will transcend pure economics.

My first experience sitting in the cockpit of one of those aircraft was at Oshkosh ’06, where Diamond had brought a mockup of their D-Jet. My first reaction was one of surprise: the cabin was substantially more spacious than I had anticipated. The apparent size of the aircraft’s exterior truly does not do justice to the amount of legroom available for passengers and pilots alike. A few years later Cirrus brought a mockup of the SF50 also at Oshkosh, further reinforcing my thoughts that these aircraft are not merely intended to bring you from point A to point B, but also provide an enjoyable experience in the process.

Perhaps this is not the time for “personal jets” to shine, but hopefully we won’t have to wait too long to see some of those incredible machines take off. In the meantime, I encourage you to check out the following websites and share your thoughts:

• http://www.diamondaircraft.com/aircraft/djet/
• http://www.cirrusaircraft.com/vision/
• http://www.eclipse.aero/

Cheers,

Raf.

Despite the fact that global economic woes have flooded news outlets with stunning regularity over the past couple of years, last month’s NBAA convention in Las Vegas was refreshingly upbeat. Truth be told, I don’t think anyone in the business aviation industry believes that the fate of the economy and bizjet sales will turn around in a matter of weeks. However the signs are there that, though a slow recovery, a recovery is nonetheless around the corner and this year’s NBAA convention was the first one in a couple of years where I saw more optimism from participants.

Most estimates that I have reviewed over the past year appear to be in line with GE’s own, which is reassuring. Broadly speaking, they indicate that the bizjet industry will experience an almost linear growth starting in 2012 and crossing the 1000-annual-deliveries threshold in the 2015-2017 timeframe (from the current sub-700 units). Furthermore, growth is expected to be steady enough that a total of 10,000 deliveries are projected in the next decade.

Positive atmosphere aside, some of the announcements and updates at NBAA appeared to reflect the ongoing upward momentum:

• Gulfstream confirmed that entry into market for their G280 and G650 models is scheduled for this year and the start of next year, respectively
• Embraer is continuing its climb into the upper echelons of the bizjet world with the Legacy 450 and 500 programs
• Bombardier provided further updates on the Lear 85 program, which will constitute a nice bridge to their Challenger lineup
• Lastly, but certainly not least, Cessna made the surprise announcement of the Latitude, only a short period after the M2 program had been officially unveiled.

On the opposite end of the spectrum, the hopes for the so-called “personal jet” segment appear to have been dealt another blow. It was just last year at NBAA Atlanta that the Piper Jet had been renamed and respec-ed amongst much fanfare, yet, as I write this post, the Altaire program has been put indefinitely on hold. With similar platforms from Diamond and Cirrus having been delayed, it appears that the dream of flying these innovative aircraft will have to wait at least until the middle of this decade. Until then, those users will be looking either in the direction of Eclipse Aerospace or turboprop manufacturers (newcomer Kestrel certainly appears to be well positioned in that regard).

The thought on everyone’s mind, though, was how to position one’s firm to reap the benefit of the seemingly endless hunger for business aircraft coming from China. The country appears to be poised to fill a considerable portion of the order books for ultra-long range aircraft, as the word “Trans-Pacific” becomes commonplace. It will be interesting to follow the competition at the top (7X, Global 7000/8000, G650), as OEMs try to meet the increasing demand. While a desire for aircraft is indeed important, equally relevant indicators of the growth rate in China will be its ability to cut much of the existing regulatory red tape and build an adequate infrastructure of MROs, smaller airports and FBOs: I remain optimistic.

And if Las Vegas was any indication of things to come, we can all already start looking forward to next year’s gathering in Orlando. See you there.

Raf.

During a much anticipated set of press briefings at NBAA, GE and Gulfstream announced yesterday that the Integrated Vehicle Health Management (IVHM) system has been selected by Gulfstream for its new, state-of-the-art aircraft, the G650.

The announcement is significant for GE in two ways. First, it shows that IVHM is not merely a concept. GE has been hard at work on this system for a long time: the system has been tested on a variety of platforms and its added value has been proven time and again. Second, it ties IVHM to an impressive airframer and platform: not only is Gulfstream an extremely forward-looking company, but the G650 will represent the pinnacle of its fleet once it enters service next year.

At GE we are understandably proud of what we have accomplished so far with this system and we look forward to expanding our portfolio to new platforms and segments in the industry.

Why do we feel that IVHM is such a game changer? The following three distinguishing elements are at the heart of our value proposition:

• Prognostics: if you are unfamiliar with the term, think “predictive”. IVHM doesn’t only collect data from the onboard systems: it actively analyzes it to predict when certain events may occur in the future. In practice this allows operators to pro-actively apply corrective measures during the aircraft’s downtime, rather than react to events after the fact.

• Resolution: Through GE’s close ties to the airframers, IVHM can provide guidance on the severity and resolution of certain events.

• Agnostic: IVHM has proven its effectiveness on many test platforms, equipped with a seemingly endless variety of systems. As such it allows airframers, operators and aircraft owners the freedom to select an aircraft without worrying how the health management system will be integrated.

If you happen to be at NBAA when you read this, feel free to pass by our booth: we will be showcasing IVHM through videos and interactive experiences.

If you are unable to attend but would still like to see what we’ve been up to, take a look at the following video. We think you’ll agree that our excitement is not misplaced.

Raf.

EAA/Oshkosh dubs itself as “the world’s greatest aviation celebration” and any aviation enthusiast who has been lucky enough to go there would likely concur. Perhaps it’s the sheer number and variety of aircraft present, or the impressive show that EAA puts together each year. Personally, the creative ideas and new products that the attendees bring to Wittman field rank very highly: they infuse a great deal of enthusiasm into an already electrifying atmosphere.

During our week-long exhibit, GE showcased some of its more recent products, such as the H80 turboprop engine, and our Integrated Vehicle Health Management (IVHM) system.

I have talked to you about IVHM in my recent posts and the response that we have been getting from industry leaders has been tremendous, so I thought I’d share with you some of the slides that we presented at Oshkosh.

IVHM Oshkosh

As you may expect, many of the aircraft health management questions that we have been posed recently revolve around the possibility of reducing delays and improving the efficiency of maintenance operations. They can generally be categorized into three main areas. First, operators and airframers alike are interested in solutions that can not only gather data, but also analyze it. Second, they want to harness the computing technology of such systems to potentially uncover issues before they occur (prognostics). Finally, they want to ensure that the data is protected from unauthorized access.

I am obviously pleased by the fact that GE’s IVHM addresses all three areas. Moreover I am excited by the fact that the world of aviation is becoming increasingly savvy about the potential to channel today’s technology towards improving the experience of flying.

It will be interesting to see what the creative minds of industry players will bring to Oshkosh next year.

Raf.

As I mentioned in my first post, aircraft health management systems have enjoyed much attention in the recent past. One particular trend within those systems that has become even more apparent lately is the need to extract the aircraft data seamlessly and…oh yes, in real-time.

Needless to say that in today’s world we’ve become very much accustomed to obtaining data (news, songs, videos, etc…) with the snap of our fingers. One need only think of the last time that we *didn’t* have access to the internet to realize just how much our individual expectations for obtaining data “now” have changed.

However, the aviation world has somewhat suffered from a lack of viable offerings from the standpoints of coverage and speed. Sure, 3G, 4G and Wi-Fi are all great, but you won’t have access to any of those at Flight Levels. On one of my recent outings, I was able to get a couple of bars on my cell phone while flying at 700ft AGL, but I would hardly qualify that as a ubiquitous service. So the question is: how do we harness the full power of today’s diagnostics and prognostics solutions by transferring the data to the ground in real time, even when flying at 30000ft? That’s where hybrid installations come into play: these solutions essentially rely on 3G, 4G and Wi-Fi while the aircraft is on ground, while letting air links do the heavy lifting when the aircraft is flying. Hopefully we’re all familiar with the former technologies; whereas the latter ones may merit some discussions.

Air link solutions come in two broad categories:

• Satellite solutions: a handful of industrious operators are offering satellite constellations for use in everything from downloading weather information to, yes, uploading aircraft data. To date, satellite offerings lag far behind home high speed connections (we’re still talking kbps at best, in case you’re wondering), so you won’t be streaming any YouTube^TM videos on those pipes, but for the transmission of key aircraft data they have proven to be remarkably efficient channels.
• Air-to-ground (ATG) solutions: For most people flying commercially over the continental United States, this is likely what they have witnessed if they decided to take advantage of internet access on their flights. These connections are much faster and, to simplify the concept a bit, they essentially boil down to cell phone-like towers pointing upwards: you connect to a wireless router located in the aircraft and that router then retransmits the information to ground-based towers. Speeds are much higher, but here’s the downside: they are air-to-ground solutions, with emphasis on “ground”. This is great if you’re flying from, say, Chicago to Indianapolis. Not so much if you’re flying from NYC to Heathrow, where the majority of your flight will be spent over an ocean with no transmitting/receiving tower beneath you.

Due to each solution’s shortcomings (coverage, speed), the industry appears to be trending towards installing hybrid solutions where both ground- and air-based solutions are installed on the same aircraft. But there is one more reason for that: financial. Satellite and ATG solutions may be available at 30000ft, but they are not cheap. Granted, prices have dropped significantly in the last decade, but I would argue that they are still not within reach of the broader GA population. Bizjets and commercial aviation may have the means to absorb the costs, but on an uneventful flight is it really necessary to download Kb or Mb of data while the aircraft is flying, or can it wait until the aircraft is at an FBO and within reach of a cheaper 3G signal? The question of course is rhetorical: the market has already answered it by adopting the aforementioned hybrid solution – Satellite or ATG links to transmit critical data while flying, Wi-Fi or 3G/4G to transmit the rest of the data while on ground.

Regardless, I think that some of the developments in real-time aircraft communications have been nothing short of remarkable. I am particularly excited about the relatively recent announcements of Ku- and Ka-band technologies that promise to revolutionize the way we think about real-time in aircraft applications.

I’m interested in hearing your thoughts on this subject. Have you had any experience with in-flight connectivity? What do you think of the adoption of hybrid solutions for aircraft health management?

Cheers,

Raf.

Hi, I’m Raffaele Delogu - or “Raf” - and I’m the Director of Marketing for Business and General Aviation at GE Aviation Systems. I’m very excited to start a conversation with all the intrigued individuals, aviation industry folks and #avgeeks out there on this blog. If you have any topic suggestions or questions for me, do send them along.

In the meantime, you can watch my video to hear a little more about me!

Cheers,

Raf