Little Rock, AR: December 20, 2007- Avionics & Systems Integration Group, LLC (ASIG) announced this week that they have received FAA-PMA supplement for the manufacture of CFM56-2F EGT thermocouple airframe interconnect harness assemblies for DC-8-7X airframes. ASIG part number 1011-9000-00 has been designed and FAA certified as a direct replacement for Boeing part numbers D51A56107-3 & -5 utilizing modern materials and manufacturing processes in order to enhance in-service reliability. Units are available at less than half the cost and lead time, and can be shop overhauled and/or repaired in contrast to OEM counterparts.
“These units have been designed and manufactured to exceed the reliability of legacy OEM units in order to aid operators of the DC-8-70 series aircraft in increasing dispatch performance in this ever less supported, never more utilized freight workhorse. Each unit is serialized and tested to withstand the grueling conditions of its operating environment.” – Bill Helliwell; Manager, Engineering & Programs
New parts are available through IASA Group, Inc., an authorized ASIG distributor, at (214) 350-5996, via the ILS Parts Locator Service or, from ASIG directly at (866) 890-2744 or http://www.asigllc.com/.
For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG x100 or via email at lribich@asigllc.com. – END OF RELEASE
Thursday, December 20, 2007
Tuesday, September 18, 2007
ASIG Partners to Educate and Train the Future Aerospace Workforce
Little Rock, AR: September 18, 2007- Avionics & Systems Integration Group, LLC (ASIG) announced today that they have joined the University of Arkansas at Little Rock, the Workforce Investment Board and other aviation and related industry organizations in partnership with Pulaski Technical College to meet the needs of aviation and associated industries in the Little Rock region through the U.S. Department of Labor Community-Based Job Training Program. “Our company feels strongly that these strategic partners are committed to the success of this demonstration project and are the right partners to ensure its success in growing the pool of qualified, skilled future aviation employees.” – Luke Ribich, Managing Director
ASIG has been a key industry participant in the strategic partnership that identified the capacity and challenges addressed in the grant funded program. As an employer partner with Pulaski Technical College for its U.S. Department of Labor Community-Based Job Training Program we have been, and will continue to be , involved in the strategic leadership and goal setting of the overall program, including:
ASIG has been a key industry participant in the strategic partnership that identified the capacity and challenges addressed in the grant funded program. As an employer partner with Pulaski Technical College for its U.S. Department of Labor Community-Based Job Training Program we have been, and will continue to be , involved in the strategic leadership and goal setting of the overall program, including:
- Defining the program strategy and goals.
- Identifying the needs and skills competencies.
- Designing training approaches and curricula.
- Implementing the program.
- Contributing financial support and in-kind support.
- Hiring qualified training graduates.
ASIG is committed to the project for the 36-month term and expects to sustain the partnership well beyond the project period. The Company expects to continue to contribute significantly to the partnership and its success.
ASIG performs integration engineering, certification & program management, PMA manufacturing including structural components, switching matrices, wire and cable harness assemblies and the installation of Communications, Navigation, Situational Awareness, Air Traffic Management and In Flight Entertainment equipment for aircraft & other air vehicles. Additionally, the Company performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments.
For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG x100 or via email at lribich@asigllc.com. – END OF RELEASE
Wednesday, September 12, 2007
ASIG Set to Sponsor the 2007 Avionics Outlook Management Forum in Partnership with Aviation Week
Little Rock, AR: September 12, 2007- Avionics & Systems Integration Group, LLC (ASIG) announced that the Company has completed an agreement with Aviation Week, a McGraw-Hill Company, to provide Gold Level Sponsorship of the 2007 Avionics Outlook Management Forum, to be held October 29, 2007 at the Hyatt Regency in Phoenix, AZ. The Avionics Outlook Management Forum is a must-attend event for anyone seeking insight into new avionics systems and integration technology, current regulatory conditions shaping the future capabilities of avionic systems; and, how recent changes in certification requirements are affecting avionics manufacturers, airframe manufacturers, systems integrators and aircraft operators.
“We are pleased to team with McGraw-Hill’s Aviation Week team to present this important meeting of our industries most forward thinking professionals. The continued success of the aviation industry, as well as the overall safety, security and comfort of the flying public are predicated on integrating the latest systems innovations of the CNS/ATM & IFE marketplace within the cost-conscious constraints of the global aviation economy.” – Luke Ribich, Managing Director
To learn more about the Aviation Week Avionics Outlook Management Forum visit www.aviationweek.com/forums online or contact Rachelle Young, Assistant Producer & Editorial Director via email at Rachelle_Young@aviationweek.com, or via telephone at (212) 904-2997.
ASIG performs integration engineering, FAA certification program management and PMA manufacturing of structural components, switching matrices, wire and cable harness assemblies in addition to aircraft installations of Communications, Navigation, Situational Awareness, Air Traffic Management and In-Flight Entertainment equipment for aircraft & other air vehicles. Additionally, the Company performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments.
For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG x100 or via email at lribich@asigllc.com. – END OF RELEASE
“We are pleased to team with McGraw-Hill’s Aviation Week team to present this important meeting of our industries most forward thinking professionals. The continued success of the aviation industry, as well as the overall safety, security and comfort of the flying public are predicated on integrating the latest systems innovations of the CNS/ATM & IFE marketplace within the cost-conscious constraints of the global aviation economy.” – Luke Ribich, Managing Director
To learn more about the Aviation Week Avionics Outlook Management Forum visit www.aviationweek.com/forums online or contact Rachelle Young, Assistant Producer & Editorial Director via email at Rachelle_Young@aviationweek.com, or via telephone at (212) 904-2997.
ASIG performs integration engineering, FAA certification program management and PMA manufacturing of structural components, switching matrices, wire and cable harness assemblies in addition to aircraft installations of Communications, Navigation, Situational Awareness, Air Traffic Management and In-Flight Entertainment equipment for aircraft & other air vehicles. Additionally, the Company performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments.
For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG x100 or via email at lribich@asigllc.com. – END OF RELEASE
Tuesday, July 3, 2007
Best of Show, New Products 2007
Welcome to Wired!
Well June was certainly a busy month for the entire Industry from DoD procurements to the final emergence of all US 121 Operators from the depression of bankruptcy concluding with the biggest dance of the year, the Paris Air Show. On behalf of ASIG I'm pleased to report that we had a great month in both production and engineering operations and our client list is continuing to grow (as is our staff, welcome to Shawn & Paul).
In this edition of Wired we've decided to back off of the business of business and our evaluation of case studies and focus on some of the new avionics & IFE products that have really caught our attention over the last year. Among the OEMs represented at this year's Avionics Maintenance Conference (AMC), Maintenance Repair & Overhaul (MRO) conference and the 50th Aircraft Electronics Association (AEA) Convention & Tradeshow a few products seem to stand out to both ASIG and our industry peers. These products add capability, functionality, increase reliability and reduce pilot workload while increasing situational awareness for the crew. Although there were many accolades to be had this is a list of ASIG's Top Five, also known as our Best in Show.
Item 1: DAC International GEN-X Electronic Flight Bag
DAC introduced the new GEN-X EFB and touch-screen display at this year's AEA. The system is comprised of a remote processor unit (RPU) that has been specifically engineered and ruggedized for aviation applications, including the integration of pressurized sealed hard drives. These drives are tested beyond current Part 25 G-force requirements which ensure that inclement weather and hard landings by those cargo haulers won’t affect system performance. The unit also includes an auto-off feature in case the crew leaves the power on after the flight.
The display is a thing of beauty. It is a touch-screen hardened tot he elements and designed for today’s rugged cockpit environment, including crew meals, coffee and water when the pilot leaves the window cracked to perform his ground checks. It is a bright, very bright, high-contrast sunlight-readable unit which is the primary control and system I/O.
When integrated with the aircraft FMS (as intended by the developer) airport and route plates are automatically loaded into the EFB.
The unit meets AC 120-76A, Class 2B/3B (installation dependent); DO-160 and uses a WinXP OS with a DO-178 monitoring shell.
Item 2: L-3 Com Avionics Systems IRIS
The IRIS is an Infrared Imaging System used to provide pilots with a real-time, B/W 320 x 240 pixel images in the cockpit by detecting subtle variations in temperature. These variations are converted to video imagery and can be displayed on cockpit displays capable of video resolutions.
The IRIS camera is mounted in a small fiberglass faring in the nose of the aircraft, allowing pilots an optimal field-of-view when on approach for both long range and close targets and obstructions.
Item 3: UASC WAAS Enables Super FMS Family
Universal Avionics made public their release of the UNS-1Xw line of WAAS capable FMS units. These units are ready for FAA published WAAS/LPV approaches to minimums as low as 200 feet and ½ mile, along with non-precision and LNAV/VNAV approaches, oceanic, enroute, departure and arrival procedures. They also include an integrated SBAS receiver compatible with EGNOS (in Europe) and MSAS (in Japan) and other potential NAV standards developed in accordance with RTCA DC-229.
By far the Universal product line remains on ASIG’s Best in Show list as an integrator preferred manufacturer for both integration development and post-installation operational reliability.
Item 4: EMS Satcom CNX-300 MAR
The CNX 300 is the latest addition to the EMS line of CMX Cabin Gateways and the first to feature a full function Cisco router to the aviation community. This allows integrators and maintenance technicians to better meet the IT needs of customer who want a seamless access to internet based resources.
The CNX-300 MAR includes all the standard fare including Ethernet, Wi-Fi, hub and terminal adapter with the Cisco 3200 TCP/IP router and Cisco IOS software, which helps the make the configuration much easier and faster for the installer.
The system works with Inmarsat Swift 64 and future SwiftBroad networks and can provide users with secure voice, data and video communications; even when dynamic routing, VPN tunneling and AES encryption are required.
Item 5: Rosen Aviation 24” High-Def Widescreen Cabin Display
I already know what you’re thinking, “what self-respecting avionics integrator dabbles with IFE.” To be honest cabin displays are quickly becoming system I/O devices that interact with onboard CNS/ATM systems, albeit peripherally and statically. However, our interest stems from countless hours of watching Blade Runner.
At any rate the large 24” display yields the absolute best picture we’ve ever seen in a cabin IFE with a 1920 x 1080 resolution. And integration design limitations are mitigated by the unit’s shy 15 pound weight. This makes fitting the unit easy and less bulky compared to even smaller non-HD displays. All the standard connections are available including DVI/HDMI, composite, component and RGB and can accomodate both HD-DVD & BlueRay formats. Our question, can it handle our XBOX360?
These products are exciting, functional and well priced per unit and when integrating new. They allow for increased performance and superior reliability when contrast against legacy products currently in use. Their expanded functionality elevate both safety in terms of available sensory inputs to the flightdeck and the travel experience by giving clients connectivity and exceptional video quality. We at ASIG look forward to our planned and pending projects featuring these units. Should any of our readership have additional feedback, please don't hesitate to post your thoughts.
Until next time stay 5x5, Mission Ready & Wired!
To learn more about our approach to aircraft modernization or the products and services available from Avionics & Systems Integration Group (ASIG), please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us direct at 866.890.ASIG [2744].
Well June was certainly a busy month for the entire Industry from DoD procurements to the final emergence of all US 121 Operators from the depression of bankruptcy concluding with the biggest dance of the year, the Paris Air Show. On behalf of ASIG I'm pleased to report that we had a great month in both production and engineering operations and our client list is continuing to grow (as is our staff, welcome to Shawn & Paul).
In this edition of Wired we've decided to back off of the business of business and our evaluation of case studies and focus on some of the new avionics & IFE products that have really caught our attention over the last year. Among the OEMs represented at this year's Avionics Maintenance Conference (AMC), Maintenance Repair & Overhaul (MRO) conference and the 50th Aircraft Electronics Association (AEA) Convention & Tradeshow a few products seem to stand out to both ASIG and our industry peers. These products add capability, functionality, increase reliability and reduce pilot workload while increasing situational awareness for the crew. Although there were many accolades to be had this is a list of ASIG's Top Five, also known as our Best in Show.
Item 1: DAC International GEN-X Electronic Flight Bag
DAC introduced the new GEN-X EFB and touch-screen display at this year's AEA. The system is comprised of a remote processor unit (RPU) that has been specifically engineered and ruggedized for aviation applications, including the integration of pressurized sealed hard drives. These drives are tested beyond current Part 25 G-force requirements which ensure that inclement weather and hard landings by those cargo haulers won’t affect system performance. The unit also includes an auto-off feature in case the crew leaves the power on after the flight.
The display is a thing of beauty. It is a touch-screen hardened tot he elements and designed for today’s rugged cockpit environment, including crew meals, coffee and water when the pilot leaves the window cracked to perform his ground checks. It is a bright, very bright, high-contrast sunlight-readable unit which is the primary control and system I/O.
When integrated with the aircraft FMS (as intended by the developer) airport and route plates are automatically loaded into the EFB.
The unit meets AC 120-76A, Class 2B/3B (installation dependent); DO-160 and uses a WinXP OS with a DO-178 monitoring shell.
Item 2: L-3 Com Avionics Systems IRIS
The IRIS is an Infrared Imaging System used to provide pilots with a real-time, B/W 320 x 240 pixel images in the cockpit by detecting subtle variations in temperature. These variations are converted to video imagery and can be displayed on cockpit displays capable of video resolutions.
The IRIS camera is mounted in a small fiberglass faring in the nose of the aircraft, allowing pilots an optimal field-of-view when on approach for both long range and close targets and obstructions.
Item 3: UASC WAAS Enables Super FMS Family
Universal Avionics made public their release of the UNS-1Xw line of WAAS capable FMS units. These units are ready for FAA published WAAS/LPV approaches to minimums as low as 200 feet and ½ mile, along with non-precision and LNAV/VNAV approaches, oceanic, enroute, departure and arrival procedures. They also include an integrated SBAS receiver compatible with EGNOS (in Europe) and MSAS (in Japan) and other potential NAV standards developed in accordance with RTCA DC-229.
By far the Universal product line remains on ASIG’s Best in Show list as an integrator preferred manufacturer for both integration development and post-installation operational reliability.
Item 4: EMS Satcom CNX-300 MAR
The CNX 300 is the latest addition to the EMS line of CMX Cabin Gateways and the first to feature a full function Cisco router to the aviation community. This allows integrators and maintenance technicians to better meet the IT needs of customer who want a seamless access to internet based resources.
The CNX-300 MAR includes all the standard fare including Ethernet, Wi-Fi, hub and terminal adapter with the Cisco 3200 TCP/IP router and Cisco IOS software, which helps the make the configuration much easier and faster for the installer.
The system works with Inmarsat Swift 64 and future SwiftBroad networks and can provide users with secure voice, data and video communications; even when dynamic routing, VPN tunneling and AES encryption are required.
Item 5: Rosen Aviation 24” High-Def Widescreen Cabin Display
I already know what you’re thinking, “what self-respecting avionics integrator dabbles with IFE.” To be honest cabin displays are quickly becoming system I/O devices that interact with onboard CNS/ATM systems, albeit peripherally and statically. However, our interest stems from countless hours of watching Blade Runner.
At any rate the large 24” display yields the absolute best picture we’ve ever seen in a cabin IFE with a 1920 x 1080 resolution. And integration design limitations are mitigated by the unit’s shy 15 pound weight. This makes fitting the unit easy and less bulky compared to even smaller non-HD displays. All the standard connections are available including DVI/HDMI, composite, component and RGB and can accomodate both HD-DVD & BlueRay formats. Our question, can it handle our XBOX360?
These products are exciting, functional and well priced per unit and when integrating new. They allow for increased performance and superior reliability when contrast against legacy products currently in use. Their expanded functionality elevate both safety in terms of available sensory inputs to the flightdeck and the travel experience by giving clients connectivity and exceptional video quality. We at ASIG look forward to our planned and pending projects featuring these units. Should any of our readership have additional feedback, please don't hesitate to post your thoughts.
Until next time stay 5x5, Mission Ready & Wired!
To learn more about our approach to aircraft modernization or the products and services available from Avionics & Systems Integration Group (ASIG), please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us direct at 866.890.ASIG [2744].
Wednesday, May 23, 2007
ATC Reality 2007 - 2025
Welcome to Wired!
Today’s ATC environment is rapidly changing. The Next Generation Air Transportation System (NextGen) is the Federal Aviation Administration’s (FAA) plan to modernize the National Airspace System through 2025. Through NextGen, the FAA is developing a roadmap of new technologies and procedures to support greater capacity and less congestion. Performance-based navigation (PBN) is helping the FAA chart a course toward achieving NextGen goals.
The demands on our nation’s airspace and the complexity of aircraft are increasing and may result in increased flight delays, choke points, and passenger inconvenience, particularly during unpredictable weather. For example:
ASIG Helps Operators Accelerate Their PBN Operational Plans
In order to help accelerate PBN, the FAA is allowing consultants such as ASIG - to help airlines through the approval process and develop actual flight procedures. In addition to helping operators develop and implement their approval packages for RNP SAAAR, ASIG designs, certifies and manufactures STC’s and Installation Kitting for avionics suites across numerous classic and contemporary aircraft type/model/series capable of RNP SAAAR flight procedures for operators using FAA criteria, allowing our customers to extend the safe and cost efficient in-service life spans of otherwise antiquated airframes, avoiding the enormous fiscal burden of widespread fleet replacement programs. ASIG provides products and services to a variety of customers, including Dassault Aviation, Air Transport International and AStar Air Cargo to name a few. As the FAA continues to develop and implement RNP procedures in accordance with the agency’s Flight Plan goals, ASIG will continue to be engaged as an industry partner and co-collaborator in the development and maturing of future technologies.
In our next edition of Wired, we’ll expand on the future of COTS & Open Source technologies and how today’s integrated avionics capabilities are rapidly meeting and exceeding tomorrow’s operational requirements. We’ll also update you with the FAA’s most recent list of airports with authorized RNAV procedures and those planned for approvals by the close of FY07.
Until next time stay 5x5, Mission Ready & Wired!
To learn more about our approach to aircraft modernization or the products and services available from Avionics & Systems Integration Group (ASIG), please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us direct at 866.890.ASIG [2744].
Today’s ATC environment is rapidly changing. The Next Generation Air Transportation System (NextGen) is the Federal Aviation Administration’s (FAA) plan to modernize the National Airspace System through 2025. Through NextGen, the FAA is developing a roadmap of new technologies and procedures to support greater capacity and less congestion. Performance-based navigation (PBN) is helping the FAA chart a course toward achieving NextGen goals.
The demands on our nation’s airspace and the complexity of aircraft are increasing and may result in increased flight delays, choke points, and passenger inconvenience, particularly during unpredictable weather. For example:
- The FAA predicts that passenger demand for air transportation will increase an average of 3.4 percent each year through 2017, totaling one billion passengers in that time period.
- General Aviation will grow, with the piston aircraft fleet increasing at an average annual rate of 1.4 percent, and business jets growing at an average rate of 4 percent per year.
- Growth in scheduled and general aviation aircraft will increase point-to-point and direct routing, increasing the need for greater system flexibility to handle peaks in traffic demand, convective weather, military operations, and security needs.
- By 2017, traffic will peak at the nation’s busiest airports, at a level 30 to 40 percent higher than today.
- The introduction of very light jets and the operation of unmanned aircraft will create new complexities.
- High fuel costs are pushing air carriers to find new ways to combat inefficiencies.
What is performance-based navigation?
PBN establishes precise approach, arrival and departure procedures at airports. It increases efficiency by providing smoother traffic flow, saves fuel, and benefits the environment by reducing the effect of aircraft noise and emissions. Allowing aircraft to fly the same path consistently lets the FAA design procedures that avoid noise-sensitive areas. The FAA and the aviation community are working together to make performance-based navigation a reality.
The aviation community is using the FAA’s Roadmap for Performance-Based Navigation to leverage advances in flight deck navigation capability to meet the demands of future air travel. A government and industry effort, the Roadmap focuses on the acceleration of two key elements of performance-based navigation at U.S. airports: Area Navigation (RNAV) and Required Navigation Performance (RNP). RNP is RNAV with the addition of an on board performance monitoring and alerting system.
What is RNP?
RNP is RNAV with the addition of an on board performance monitoring and alerting system. It takes advantage of an airplane’s onboard navigation capability to fly a more precise flight path into an airport. RNP increases airport access during marginal weather, thereby reducing diversions to alternate airports. Flying straight down the middle of a flight path means that people on the ground perceive less jet noise and experience fewer engine emissions.
The FAA has authorized a total of 37 RNP procedures at 17 airports. In 2006, the FAA published 28 RNP Special Aircraft and Aircrew Authorization Required (SAAAR) procedures at 14 airports. The FAA plans to publish at least 25 more RNP approach procedures in FY 2007.
What is RNAV?
Area Navigation (RNAV) enables aircraft to fly on any desired flight path within the coverage of NAVAIDS, within the limits of the capability of self-contained systems, or a combination of both capabilities. RNAV aircraft have better access and flexibility for point-to-point-operations.
To date, the FAA has authorized 155 RNAV procedures at 38 airports and plans to publish an additional 42 procedures by the end of FY 2007.
What’s in the Roadmap?
The Roadmap for Performance-Based Navigation addresses five key areas:
- Expediting the development of performance-based navigation criteria and standards.
- Introducing airspace and procedure improvements in the near-term.
- Providing benefits to operators who have invested in existing and upcoming capabilities.
- Establishing target dates for introducing navigation mandates for selected procedure and airspace, taking benefits and costs into consideration.
- Defining new concepts and applications of performance-based navigation for the mid-and far-term, building synergy and integration among other capabilities toward the NextGen goal.
The Roadmap details the FAA’s transition plans in three time periods:
- Near Term: Today-2010
- Mid-term: 2011-2015
- Far-term: 2016-2025
ASIG Helps Operators Accelerate Their PBN Operational Plans
In order to help accelerate PBN, the FAA is allowing consultants such as ASIG - to help airlines through the approval process and develop actual flight procedures. In addition to helping operators develop and implement their approval packages for RNP SAAAR, ASIG designs, certifies and manufactures STC’s and Installation Kitting for avionics suites across numerous classic and contemporary aircraft type/model/series capable of RNP SAAAR flight procedures for operators using FAA criteria, allowing our customers to extend the safe and cost efficient in-service life spans of otherwise antiquated airframes, avoiding the enormous fiscal burden of widespread fleet replacement programs. ASIG provides products and services to a variety of customers, including Dassault Aviation, Air Transport International and AStar Air Cargo to name a few. As the FAA continues to develop and implement RNP procedures in accordance with the agency’s Flight Plan goals, ASIG will continue to be engaged as an industry partner and co-collaborator in the development and maturing of future technologies.
In our next edition of Wired, we’ll expand on the future of COTS & Open Source technologies and how today’s integrated avionics capabilities are rapidly meeting and exceeding tomorrow’s operational requirements. We’ll also update you with the FAA’s most recent list of airports with authorized RNAV procedures and those planned for approvals by the close of FY07.
Until next time stay 5x5, Mission Ready & Wired!
To learn more about our approach to aircraft modernization or the products and services available from Avionics & Systems Integration Group (ASIG), please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us direct at 866.890.ASIG [2744].
Tuesday, May 15, 2007
ASIG Welcomes Mr. Bill Helliwell to LIT HQ
Little Rock, AR: May 14, 2007- The Avionics & Systems Integration Group, LLC (ASIG) today announced the addition of Mr. William L. Helliwell. Mr. Helliwell, he will serve the company as the Manager of Engineering & Programs. Mr. Helliwell is an FAA Airframe & Powerplant license holder. Bill received his initial aviation education and training from the United States Air Force; however, he has held ever increasing roles of responsibility throughout his 25 year aerospace career including line maintenance technician, systems engineer, program manager, maintenance manager, quality assurance manager and engineering manager. Mr. Helliwell’s experience includes senior positions with Air Transport International, LLC (formerly a Brinks Company), E-systems and the United States Air Force.
"Bill’s pervious experience, work ethics and understanding of industry regulatory rulemaking lend to our confidence in his proficiency and professionalism; and, better equip ASIG to fulfill the ever increasing demands for precision and quality solutions being sought from ASIG by the greater aviation community.” – Luke Ribich, Managing Director
ASIG performs integration engineering, FAA certification & program management, PMA Manufacturing / installation kit assembly and the installation of Communications, Navigation, Situational Awareness and Air Traffic Management (CNS/ATM) equipment for aircraft & other air vehicles. Additionally, the Company performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments.
For additional information regarding ASIG's operating activities, product & services offerings contact ASIG, toll-free at (866) 890-ASIG [2744], online at www.asigllc.com or via email at info@asigllc.com. – END OF RELEASE
"Bill’s pervious experience, work ethics and understanding of industry regulatory rulemaking lend to our confidence in his proficiency and professionalism; and, better equip ASIG to fulfill the ever increasing demands for precision and quality solutions being sought from ASIG by the greater aviation community.” – Luke Ribich, Managing Director
ASIG performs integration engineering, FAA certification & program management, PMA Manufacturing / installation kit assembly and the installation of Communications, Navigation, Situational Awareness and Air Traffic Management (CNS/ATM) equipment for aircraft & other air vehicles. Additionally, the Company performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments.
For additional information regarding ASIG's operating activities, product & services offerings contact ASIG, toll-free at (866) 890-ASIG [2744], online at www.asigllc.com or via email at info@asigllc.com. – END OF RELEASE
Thursday, May 10, 2007
ASIG Wins Air Force C-17 Globemaster III Contract
Little Rock, AR: May 7, 2007Avionics & Systems Integration Group, LLC (ASIG) today announced that the company has received an Air Force Materials Command multi-year IDIQ contract to supply various avionics kitting for VHF Communications, Engine Indication & Pedestal Module sub-systems. “The award of this contract speaks volumes about the government’s confidence in ASIG’s ability to provide needed support and materials to the war fighter. As a Service Disabled Veteran Owned Small Business (SDVOSB), and as individual veterans, the management and staff of ASIG are honored to continue our service of this great nation. - Luke Ribich, former U.S. Marine & ASIG Managing Director.
ASIG performs integration engineering, FAA certification & program management, PMA kit manufacturing and the on-airframe installations of Communications, Navigation, Situational Awareness and Air Traffic Management (CNS/ATM) equipment for aircraft & other air vehicles. The Company also performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments. Additionally, ASIG has expanded their capabilities to include the repair, overhaul and manufacture of wire and cable harnesses and components.
For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG x100 or via email at lribich@asigllc.com.
ASIG performs integration engineering, FAA certification & program management, PMA kit manufacturing and the on-airframe installations of Communications, Navigation, Situational Awareness and Air Traffic Management (CNS/ATM) equipment for aircraft & other air vehicles. The Company also performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments. Additionally, ASIG has expanded their capabilities to include the repair, overhaul and manufacture of wire and cable harnesses and components.
For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG x100 or via email at lribich@asigllc.com.
Wednesday, May 9, 2007
SEMPER - Part IV
Welcome to Wired!
The SEMPER process as described in this series has evolved over a multi-year time period while working the referenced programs and other similar avionics studies. Only ASIG and its teaming customers have applied all of the SEMPER principles throughout the planning and execution of avionics modernization programs. ASIG does not claim that SEMPER represents all new concepts. However, it is an approach to avionics planning and execution that emphasizes use of a migration strategy, life cycle or CAIV cost estimation and the application of Open Systems & COTS concepts.
In evaluating business considerations, the on-going acquisition reform process could be viewed as presenting a paradox with a proposition that advocates detailed analysis of the architectural alternatives, cost analysis and Opens Systems & COTS concepts. If aircraft owners/operators will only specify performance requirements and industry will propose the design solution then what is the purpose of the up-front and rather detailed study? ASIG does not share this view. While there is a level of frustration in stepping through the design process a second time, prior planning and market research sets the framework for understanding the range of possible solutions. Cost estimates prove invaluable to the customer/owner/operator in deciding the program approval and in the establishment of a budget for the program standup. The Open Systems/COTS approach can provide the "building codes" that let us upgrade avionics rationally, affordably, flexibly and within the timeframes needed by today’s mainstream and supplemental air carriers who seek to capture their own market share. While acquisition reform such as Sarbanes-Oxley has changed many paradigms and concepts, SEMPER does not appear to be at odds with this new way of doing business.
The planning and execution of avionics upgrades for legacy aircraft can be a challenging process for system and program managers as they work to incorporate operator needs into the aircraft systems in a timely and affordable manner. Over the past ten years the engineers and managers of ASIG have been involved in a number of avionics planning and execution programs and have defined the SEMPER model process from that experience. The SEMPER suggests that an overall migration strategy for the avionics upgrades, greater use of Life Cycle Cost estimation and the application of Open Systems concepts are the three principal legs of the process.
In our next edition of Wired we will address the benefits of WAAS-EGNOS & Space Based Augmentation Systems in relation to today’s CAN/ATM air traffic control environment. We will also look forward to 2026 and how the FAA and other international rulemaking bodies are retooling the future ATC environment.
Until next time stay 5x5, Mission Ready & Wired!
The preceding are excerpts from the whitepaper, “SEMPER: A Model for the Planning & Implementation of Avionics & Systems Upgrades.” To learn more about the author, ASIG’s modernization planning and implementation philosophy; or, to receive a complimentary copy of the expanded document, contact Luke Ribich; Managing Director of Avionics & Systems Integration Group, LLC at, lribich@asigllc.com or toll free at (866) 890-ASIG.
The SEMPER process as described in this series has evolved over a multi-year time period while working the referenced programs and other similar avionics studies. Only ASIG and its teaming customers have applied all of the SEMPER principles throughout the planning and execution of avionics modernization programs. ASIG does not claim that SEMPER represents all new concepts. However, it is an approach to avionics planning and execution that emphasizes use of a migration strategy, life cycle or CAIV cost estimation and the application of Open Systems & COTS concepts.
In evaluating business considerations, the on-going acquisition reform process could be viewed as presenting a paradox with a proposition that advocates detailed analysis of the architectural alternatives, cost analysis and Opens Systems & COTS concepts. If aircraft owners/operators will only specify performance requirements and industry will propose the design solution then what is the purpose of the up-front and rather detailed study? ASIG does not share this view. While there is a level of frustration in stepping through the design process a second time, prior planning and market research sets the framework for understanding the range of possible solutions. Cost estimates prove invaluable to the customer/owner/operator in deciding the program approval and in the establishment of a budget for the program standup. The Open Systems/COTS approach can provide the "building codes" that let us upgrade avionics rationally, affordably, flexibly and within the timeframes needed by today’s mainstream and supplemental air carriers who seek to capture their own market share. While acquisition reform such as Sarbanes-Oxley has changed many paradigms and concepts, SEMPER does not appear to be at odds with this new way of doing business.
The planning and execution of avionics upgrades for legacy aircraft can be a challenging process for system and program managers as they work to incorporate operator needs into the aircraft systems in a timely and affordable manner. Over the past ten years the engineers and managers of ASIG have been involved in a number of avionics planning and execution programs and have defined the SEMPER model process from that experience. The SEMPER suggests that an overall migration strategy for the avionics upgrades, greater use of Life Cycle Cost estimation and the application of Open Systems concepts are the three principal legs of the process.
In our next edition of Wired we will address the benefits of WAAS-EGNOS & Space Based Augmentation Systems in relation to today’s CAN/ATM air traffic control environment. We will also look forward to 2026 and how the FAA and other international rulemaking bodies are retooling the future ATC environment.
Until next time stay 5x5, Mission Ready & Wired!
The preceding are excerpts from the whitepaper, “SEMPER: A Model for the Planning & Implementation of Avionics & Systems Upgrades.” To learn more about the author, ASIG’s modernization planning and implementation philosophy; or, to receive a complimentary copy of the expanded document, contact Luke Ribich; Managing Director of Avionics & Systems Integration Group, LLC at, lribich@asigllc.com or toll free at (866) 890-ASIG.
Friday, May 4, 2007
SEMPER - Part III
Welcome to Wired!
Let us begin to delve further into the various elements of the SEMPER model. In this edition I’ll begin to share with our readers the various components necessary to ensure that your avionics system platform modifications yield the greatest return on investment and are scaleable enough to last the projected life cycle of your aircraft or fleet. The SEMPER process elements are the Migration Strategy, Life Cycle Cost Estimation and the application of COTS/Open Source architecture; however, system architecture, alternatives analysis, program approval, the solicitation of providers and suppliers, sourcing and implementation all play obvious and important roles when condisering the goals of the overall business unit charged with undertaking the campaign.
While the “standard” systems engineering process is an essential ingredient, there are three unique elements of SEMPER. These are the development of a migration strategy for the aircraft that is time phased to the budgeting process. This shows the strategy for the system projected over the longer term, usually 10 to 15 years. A second unique element is the use of life cycle cost estimates throughout the process to support the system engineering IPT and the customer's program decision and budgeting process. Open Systems application is the third element and the mechanism to effect the modifications and retain the ability to do later upgrades at reasonable cost. SEMPER can be considered to be the incorporation of new techniques for internally or collaboratively with the assistance of integrators such as ASIG, to develop a technical migration and evolution strategy, performing CAIV estimation as a recurring process throughout the pre-RFQ activities and applying Open Systems or COTS technologies. Thus in aggregate, SEMPER is comprised of no startling new techniques. Many of these SEMPER precepts evolved from our experience with the retrofit of classic and contemporary transport category airframes; and, by capturing lessons learned and subsequently consolidating and applying these methodologies as a formal process for the accomplishment of analogue-to-digital conversions of legacy aircraft. The SEMPER model is adding capability, reliability and expediting return on investments and is a proven technique towards modernizing aircraft cockpits. Some of our success in getting various DC-8, B737 & MD-80 programs through customer approval and budget approvals can be attributed to the migration strategies that identified the viable alternatives. Not to be understated, life cycle cost estimates were also a key factor that has allowed our customers to determine their specific level of affordability for an upgrade program.
Next time we will review the application of SEMPER as discussed in relation to the traditional steps in a major avionics upgrade.
Until then, stay 5x5, Mission Ready & Wired!
Let us begin to delve further into the various elements of the SEMPER model. In this edition I’ll begin to share with our readers the various components necessary to ensure that your avionics system platform modifications yield the greatest return on investment and are scaleable enough to last the projected life cycle of your aircraft or fleet. The SEMPER process elements are the Migration Strategy, Life Cycle Cost Estimation and the application of COTS/Open Source architecture; however, system architecture, alternatives analysis, program approval, the solicitation of providers and suppliers, sourcing and implementation all play obvious and important roles when condisering the goals of the overall business unit charged with undertaking the campaign.
While the “standard” systems engineering process is an essential ingredient, there are three unique elements of SEMPER. These are the development of a migration strategy for the aircraft that is time phased to the budgeting process. This shows the strategy for the system projected over the longer term, usually 10 to 15 years. A second unique element is the use of life cycle cost estimates throughout the process to support the system engineering IPT and the customer's program decision and budgeting process. Open Systems application is the third element and the mechanism to effect the modifications and retain the ability to do later upgrades at reasonable cost. SEMPER can be considered to be the incorporation of new techniques for internally or collaboratively with the assistance of integrators such as ASIG, to develop a technical migration and evolution strategy, performing CAIV estimation as a recurring process throughout the pre-RFQ activities and applying Open Systems or COTS technologies. Thus in aggregate, SEMPER is comprised of no startling new techniques. Many of these SEMPER precepts evolved from our experience with the retrofit of classic and contemporary transport category airframes; and, by capturing lessons learned and subsequently consolidating and applying these methodologies as a formal process for the accomplishment of analogue-to-digital conversions of legacy aircraft. The SEMPER model is adding capability, reliability and expediting return on investments and is a proven technique towards modernizing aircraft cockpits. Some of our success in getting various DC-8, B737 & MD-80 programs through customer approval and budget approvals can be attributed to the migration strategies that identified the viable alternatives. Not to be understated, life cycle cost estimates were also a key factor that has allowed our customers to determine their specific level of affordability for an upgrade program.
Next time we will review the application of SEMPER as discussed in relation to the traditional steps in a major avionics upgrade.
Until then, stay 5x5, Mission Ready & Wired!
Tuesday, May 1, 2007
SEMPER - Part II
Welcome to Wired!
As previously discussed, aircraft owners and operators are currently being pressed to accept the reality that as global air traffic control systems are modernized in order to handle the expected tripling of capacity while maintaining acceptable margins of safety, they will be forced to accept inefficient airspace routing and receive non-preferential ATC handling; undertake large scale fleet modernization programs. Recently reported by Aviation Week & Space Technology [Ed. April 9, 2007, pg. 44] NextGen, the an enterprise architecture plan for short, mid and long-term changes to the Air Transportation System, will cost aircraft operators of all types between $14-20 billion in terms of unit procurement, certification and modification manpower dollars. The question then is how best to plan, execute and realize these regulatory changes by the most efficient and scaleable means possible?
The Avionics & Systems Integration Group has evolved the concept of SEMPER during a series of upgrade planning activities for commercial, civil and government operated legacy aircraft. The SEMPER model embraces the systems engineering and business planning processes and is focused on structuring the information for the customer to use during the modification decision process. The need for an SEMPER-like process becomes more apparent with the requirement to install new capabilities on all aircraft operating in the National Airspace. For example, the congressional “mandate” to install Global Positioning System capability on all aircraft by the year 2000 resulted in a number of engineering and modifications managers with a need to incorporate these upgrades into other requirements for their respective aircraft programs. ASIG has either developed or assisted several program managers in the development of their specific and unique requirements, "throughout our experience it became clearer that the approach to avionics upgrade planning was often piecemeal, particularly among the legacy tier operators and freight haulers, with each modification evolved and funded without consideration towards the relationship of a particular modification in the context of the overall aircraft capability or intent," said Darryl Bishop, Director of Quality for ASIG. Mr. Bishop continues, "The end users (pilots & mechanics) of the aircraft were absent an overall view of how the aircraft capability would evolve due to the uncertainty of the funding approvals from executive decision makers, since airframe systems budgeting had been changed from the supporting departments such as engineering and quality to the using elements such as operations and technical services." The SEMPER model then is intended to be a process method that can yield a successful modernization program that meets the user needs and it applies current Sarbanes-Oxley and other acquisition reform policies as this has become an increasing concern for publicly held entities, government agencies as well as private organizations. The concept provides the information for an end user approval process by incorporating cost evaluation as an independent variable (CAIV) and by the utilization of COTS/Open Systems application to ease later upgrades and costs. By evaluating CAIV and current technologies in contrast to theoretical and developmental technologies owners/operators of aircraft can ensure that their current or planned retrofit programs are scaleable enough to meet future ATC requirements.
My grandfather reiterated time and again to me, "Prior Planning Prevents Poor Performance," aka: The Principle of the "5" P's. By following the SEMPER model when planning the implementation of avionics systems upgrades operators can avoid program pitfalls and developmental shortsightedness through study and fresh reflection of emerging technologies so programs can be evolved in such a fashion to minimize recurrent fiscal and out-of-service exposure.
In our next post to Wired, we will explore process elements of the SEMPER model and provide program examples of how the application of the SEMPER model has yielded broad-based acceptance of improvement programs for one legacy tier operator.
Until the next edition stay 5x5, Mission Ready & Wired!
As previously discussed, aircraft owners and operators are currently being pressed to accept the reality that as global air traffic control systems are modernized in order to handle the expected tripling of capacity while maintaining acceptable margins of safety, they will be forced to accept inefficient airspace routing and receive non-preferential ATC handling; undertake large scale fleet modernization programs. Recently reported by Aviation Week & Space Technology [Ed. April 9, 2007, pg. 44] NextGen, the an enterprise architecture plan for short, mid and long-term changes to the Air Transportation System, will cost aircraft operators of all types between $14-20 billion in terms of unit procurement, certification and modification manpower dollars. The question then is how best to plan, execute and realize these regulatory changes by the most efficient and scaleable means possible?
The Avionics & Systems Integration Group has evolved the concept of SEMPER during a series of upgrade planning activities for commercial, civil and government operated legacy aircraft. The SEMPER model embraces the systems engineering and business planning processes and is focused on structuring the information for the customer to use during the modification decision process. The need for an SEMPER-like process becomes more apparent with the requirement to install new capabilities on all aircraft operating in the National Airspace. For example, the congressional “mandate” to install Global Positioning System capability on all aircraft by the year 2000 resulted in a number of engineering and modifications managers with a need to incorporate these upgrades into other requirements for their respective aircraft programs. ASIG has either developed or assisted several program managers in the development of their specific and unique requirements, "throughout our experience it became clearer that the approach to avionics upgrade planning was often piecemeal, particularly among the legacy tier operators and freight haulers, with each modification evolved and funded without consideration towards the relationship of a particular modification in the context of the overall aircraft capability or intent," said Darryl Bishop, Director of Quality for ASIG. Mr. Bishop continues, "The end users (pilots & mechanics) of the aircraft were absent an overall view of how the aircraft capability would evolve due to the uncertainty of the funding approvals from executive decision makers, since airframe systems budgeting had been changed from the supporting departments such as engineering and quality to the using elements such as operations and technical services." The SEMPER model then is intended to be a process method that can yield a successful modernization program that meets the user needs and it applies current Sarbanes-Oxley and other acquisition reform policies as this has become an increasing concern for publicly held entities, government agencies as well as private organizations. The concept provides the information for an end user approval process by incorporating cost evaluation as an independent variable (CAIV) and by the utilization of COTS/Open Systems application to ease later upgrades and costs. By evaluating CAIV and current technologies in contrast to theoretical and developmental technologies owners/operators of aircraft can ensure that their current or planned retrofit programs are scaleable enough to meet future ATC requirements.
My grandfather reiterated time and again to me, "Prior Planning Prevents Poor Performance," aka: The Principle of the "5" P's. By following the SEMPER model when planning the implementation of avionics systems upgrades operators can avoid program pitfalls and developmental shortsightedness through study and fresh reflection of emerging technologies so programs can be evolved in such a fashion to minimize recurrent fiscal and out-of-service exposure.
In our next post to Wired, we will explore process elements of the SEMPER model and provide program examples of how the application of the SEMPER model has yielded broad-based acceptance of improvement programs for one legacy tier operator.
Until the next edition stay 5x5, Mission Ready & Wired!
Thursday, April 26, 2007
SEMPER - Part I
Welcome to Wired!
As airframes and airframe systems age and fewer new platforms are under development, the needs of the operator for more efficient aircraft and systems dictate that these needs be met by modifications to legacy aircraft currently in flying service. For aircraft avionics, the needs for technological currency are also compounded by the mandates to operate within the safety boundaries of the national and international air transportation system requirements. The result is a "full plate" for many flight operations, integration engineers and maintenance managers in establishing a rational plan to acquire and install updated systems in the aircraft they are managing. ASIG has defined an approach to this avionics planning process that is described as the SEMPER model (System Evolution/Modernization Planning, Execution & Realization). The model process shows how to incorporate avionics requirements and modification planning into an effective and integrated plan that considers technical and business case issues. Concepts such as the development of an overall avionics migration strategy, the application of open systems and the use of life cycle cost in the decision process are shown to be key elements of the SEMPER process.
Throughout the next several weeks I will endeavor to explain the SEMPER model so that our readers are best equipped to understand the standards and variables associated with the planning, integration design and execution of avionics platform upgrades regardless of aircraft type/model/series or fleet size. Because of our collaborative approach to integration and program management we encourage our readership, colleagues, customers or industry experts to let us know your thoughts and positions as we delve further into the business of "Born-Again" aircraft.
Until the next edition stay 5x5, Mission Ready & Wired!
As airframes and airframe systems age and fewer new platforms are under development, the needs of the operator for more efficient aircraft and systems dictate that these needs be met by modifications to legacy aircraft currently in flying service. For aircraft avionics, the needs for technological currency are also compounded by the mandates to operate within the safety boundaries of the national and international air transportation system requirements. The result is a "full plate" for many flight operations, integration engineers and maintenance managers in establishing a rational plan to acquire and install updated systems in the aircraft they are managing. ASIG has defined an approach to this avionics planning process that is described as the SEMPER model (System Evolution/Modernization Planning, Execution & Realization). The model process shows how to incorporate avionics requirements and modification planning into an effective and integrated plan that considers technical and business case issues. Concepts such as the development of an overall avionics migration strategy, the application of open systems and the use of life cycle cost in the decision process are shown to be key elements of the SEMPER process.
Throughout the next several weeks I will endeavor to explain the SEMPER model so that our readers are best equipped to understand the standards and variables associated with the planning, integration design and execution of avionics platform upgrades regardless of aircraft type/model/series or fleet size. Because of our collaborative approach to integration and program management we encourage our readership, colleagues, customers or industry experts to let us know your thoughts and positions as we delve further into the business of "Born-Again" aircraft.
Until the next edition stay 5x5, Mission Ready & Wired!
Sunday, April 22, 2007
Welcome to Wired!
Welcome to "Wired!" Wired is the online journal of Avionics & Systems Integration Group, LLC – the name in post OEM integration, manufacturing, repair and support for the Aerospace & Defense community. We’re glad you’ve joined us as we prepare to embark on our first edition and the first article in a multi-week series titled, “SEMPER: A Model for the Planning & Implementation of Avionics & Systems Upgrades.”
As with the first of anything whether it is a new recipe, a new STC or a new blog, we may experience a few technical difficulties as we get started, or along the way, with this new medium. However, as with all things, a little patience, perseverance, superior knowledge and a bit of luck and we’ll be through the rough spots in no time. Nonetheless, if ever you question the opinions or comments you see in any of our posts; please let us know by emailing us at info@asigllc.com. If we choose to use your comments in our blog feed, or if we are forced to post the dreaded retraction due to your wise input, we’ll send you a complimentary Ashcroft Golf Shirt, a blazed with our company logo in return for your contribution and patronage.
We look forward to creating an environment of informing, sharing and debating the news and technology of the avionics trade-space and interacting with you our customers, peers, suppliers and others interested in the technology, methodology, regulations, cost and benefit of the avionics, aerospace & defense industry.
To learn more about our approach to aircraft modernization or the products and services available from Avionics & Systems Integration Group (ASIG), please visit our website at www.asigllc.com or contact us direct at 866.890.ASIG [2744].
As with the first of anything whether it is a new recipe, a new STC or a new blog, we may experience a few technical difficulties as we get started, or along the way, with this new medium. However, as with all things, a little patience, perseverance, superior knowledge and a bit of luck and we’ll be through the rough spots in no time. Nonetheless, if ever you question the opinions or comments you see in any of our posts; please let us know by emailing us at info@asigllc.com. If we choose to use your comments in our blog feed, or if we are forced to post the dreaded retraction due to your wise input, we’ll send you a complimentary Ashcroft Golf Shirt, a blazed with our company logo in return for your contribution and patronage.
We look forward to creating an environment of informing, sharing and debating the news and technology of the avionics trade-space and interacting with you our customers, peers, suppliers and others interested in the technology, methodology, regulations, cost and benefit of the avionics, aerospace & defense industry.
To learn more about our approach to aircraft modernization or the products and services available from Avionics & Systems Integration Group (ASIG), please visit our website at www.asigllc.com or contact us direct at 866.890.ASIG [2744].
Subscribe to:
Posts (Atom)
