ASIG Awarded STC for Enstrom 480B TACAN + Sandel SN3500

Avionics Systems & Integration Group

10 Collins Industrial Place, Suite 3-B
North Little Rock, AR 72113

Phone: (866) 890-2744 or (501) 771-9388

Fax: (800) 903-9607
Email:  sales@asigllc.com
Web: www.asigllc.com | www.flyTab.aero

Little Rock, AR | April 21, 2014 - Avionics & Systems Integration Group (ASIG) has announced today that the company has been awarded a Supplemental Type Certificate (STC) by the Federal Aviation Administration (FAA) for the installation of an L3 AN/ARN-154 TACAN system and Sandel SN3500 EHSI system on the Enstrom 480B rotorcraft.  The certification has been accomplished in cooperation with Enstrom Helicopter Corporation and Helicopter Specialties, Inc. of Janesville, WI and has been undertaken in support of a foreign military service customer.

The L-3 airborne TACAN AN/ARN-154(V) is the world's lightest and smallest TACAN ever produced at only 6.5 pounds and is the only multi-station tracking TACAN available in the world. The system has the capability to track up to four ground stations simultaneously in range and two in bearing. Tracking velocity is up to 1800 knots.  The complete TACAN system consists of an RT-1634(V) Receiver/Transmitter; TACAN Control Unit with mounting base; and an Indicator Unit ID-2502. The system can be used for Air-to-Air and Air-to-Ground operations and meets MIL-STD 291C and NATO STANAG-5034. 

The Sandel SN3500 EHSI is a sunlight readable Primary Navigation Display which features an ultra-wide-angle field of view and LED-backlit illumination.  When installed with the L3 AN/ARN-154(V) TACAN on the Enstrom 480B, the platform provides improved situational awareness by presenting compass map, flight plan and RMI data in a bright, crisp and easy-to-read format which can be configured for NVIS flight operations.

About the Avionics & Systems Integration Group
ASIG specializes in system integration and supplemental engineering, installation kit and component manufacturing and other system design and certification requirements in support of COM/NAV, IFE, Situational Awareness and Air Traffic Management (CNS/ATM); maintenance, modification and AMOC/non-SRM repair compliance activities.  ASIG also performs design research and development of emerging technologies in support of aircraft and rotorcraft operations for civil, commercial, government and foreign flight departments.  Additionally, ASIG is the lead developer and technology owner for the flyTab™ Class 2 EFB solutions for use with Apple® iPad™.  For additional information regarding ASIG's operating activities, products, and services, visit them online at www.asigllc.com or subscribe to the company’s bi-weekly technical journal, “Wired – An Avionics & Integration Weblog” at http://asigllc.blogspot.com.  To obtain technical details and other information about the flyTab Class 2 iPad EFB visit ASIG’s product website at www.flyTab.aero.  ASIG, Avionics & System Integration Group, is not affiliated with Aircraft Services International Group or BBA Aviation. – END OF RELEASE

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NextGen at Busiest Airports by 2014: Will You Be Ready?

Welcome to Wired!

The fundamental challenge of aviation has remained constant as it transitions from its first to second century: develop a safe, reliable, efficient, and economic system that moves people through the air from Point A to B. Only the specifics have changed. Developing a satellite-based digital infrastructure that makes safe and efficient use of the finite natural resource known as airspace has taken the place of airframes, powerplants, and paved runways.

Making this challenge more interesting for operators of Part-25 turbine aircraft are the economic constraints that assign more responsibilities to fewer people, all of whom are climbing the learning curve of digital aviation technology. Having climbed this curve, the experts at ASIG have amassed more than a century of avionics and systems experience. To help you make informed decisions, every two weeks they will share information and insights in the new ASIG Wired.

Take, for example, the headline of this post. As reported in the Washington Post, the US Senate approved a $34.5 billon FAA funding bill on March 23, 2010, that would have the navigation and surveillance elements of NextGen up and running at the nation’s 35 busiest airports by 2014. As a whole, NextGen is supposed to be online by 2020.

This news is not that big of a deal—unless you regularly fly to and from America’s busiest aviation hubs. In that case, 2014 doesn’t leave a lot of time to upgrade your fleet with the systems that deliver the required navigational performance NextGen demands. At the same time, rushing to upgrade a fleet can have dire, long-term operational—and financial—consequences, says Luke Ribich, ASIG’s managing partner.

ASIG avoids the penalties of haste, and takes future requirements and upgrades into account, by creating comprehensive integration plans that look 10 to 15 years into the future. It creates them with SEMPER, a process for Systems Evolution, Modernization, Execution, and Realization that builds an integrated technical and business plan gives solutions based on a formal migration strategy, lifecycle costs as independent variables, and open system, commercial off-the-shelf components. (To learn more, request the SEMPER White Paper.)

Naturally, how much time and money it will take to connect your fleet to the second century of powered flight depends on variables unique to each operator.

There has been some talk of federal assistance to help operators equip their aircraft for NextGen. To be honest, we wouldn’t count on it. Airlines would be the primary recipients, and they are only slightly more popular than Wall Streeters right now. In an editorial about “The Future of Flight,” the Washington Post wrote that “some airlines are balking at having to pay for their end of the upgrade. But they will benefit from the implementation of NextGen and should ante up.”

For whatever reason, waiting is always an option: 2020 is still a ways away, and ATC will still have to handle analog aircraft for awhile after that, right? Yes, but remember when RVSM came online, and how those without it rarely climbed above fuel guzzling altitudes? If your fleet isn’t equipped for NextGen, take a number and be prepared to wait. ATC will work you into the flow as soon as it can, because as we all know, in aviation, timing is everything.

Until next time stay 5x5, Mission Ready & Wired!

Technorati Tags: NextGen National Airspace System,Avionics Upgrades,ATC,Busy Airports

Modern Avionics + RNP Navigation = “Triple-Double” for Investment Returns

Welcome to WIRED!

This year the ASIG team has spent lots of time advising our readers and clients about the actual technologies and integrated systems that make up an RNP capable flight deck. However, it was recently asked of our program management team, "What do all these capital improvements really achieve other than preferred placement by ATC?" What a great question. The fact is the improvement in flight operations safety alone are reason enough to invest in the lives of your crew and passengers, just ask your Risk Managers. However, if your Financial Managers haven't yet been convinced of the overall value of the capital improvements, the following list might help those of you trying to make the case, or at least start a compelling dialogue.

1. Safety Benefits
   
1. Safer Flight for Everyone
   Safety is the first concern of every aircraft operator, air traffic manager and regulator not to mention passengers, and

RNP fits the bill. With carefully engineered landing and takeoff procedures precisely repeated every time, RNP is greatly increasing the safety of transporting people and goods by air.

1. CFIT Reductions: Controlled Flight Into Terrain (CFIT) is the leading cause of aircraft accidents today. The vertical and lateral path guidance of RNP procedures—accurately repeated with every flight—avoids all obstacles, virtually eliminating the possibility of CFIT.
   


2. Stabilized Approaches: With RNP, aircraft arrive at the runway aligned with the centerline, in the same configuration and at the same speed every time. Variations in altitude and speed are virtually eliminated, touchdowns with adequate runway to slow the plane are ensured.
   
3. Safer Missed Approaches: All RNP approach procedures are designed with an automatic missed approach at any point along the path, even beyond the Decision Altitude.
   
4. Safer Non-Normal Procedures: When an engine is lost, Tailored RNP takes over, allowing crews to focus on flying rather than complex emergency navigation procedures—particularly helpful in complex terrain and/or poor weather or low visibility. In some cases the Tailored RNP guidance will route an aircraft over a less obstacle-challenged path to account for degraded performance.
   
5. Less Stress on Flight Crews: Pre-loaded RNP approaches and departures are much easier and more straightforward than traditional procedures.
   
6. More Consistency: Operators using RNP throughout their network enhance safety by employing approach and departure procedures that are consistent from airport to airport—a key component of safe operations.
   
7. No ILS Signal Distortion: Instrument Landing System (ILS) glide paths can be severely distorted by temporary obstructions such as taxiing aircraft or even snow piles near the ILS transmitter. Satellite-based RNP does not suffer from these ground-based interferences.
   
   

Access Benefits

1. Go Where and When You Want - Go where passengers want to go and cargo needs to go! Reliable service rain or shine. Don't let construction or ground-based navigation outages disrupt your schedule.
   
   
   
   1. New Market Access: Because it can allow consistent takeoff and landing in difficult terrain and weather, RNP gives access to markets previously lacking regularly scheduled service which can be a source of high yields and passenger volumes.
      
   2. Lower Minima: RNP "fits" into obstacle-restricted areas, lowering landing minima (the height at which crews must be able to see the runway to carry out the landing). Lower landing minima reduce flight diversions and cancellations due to weather.
      
   3. Increased Reliability: RNP does not rely on ground-based navigation aids, whether radar control or radio-beacon-based. Even when those services are not present, RNP still functions normally.
      
      

Efficiency Benefits

1. RNP Makes Cents for the Bottom Line: The efficiency benefits of RNP are truly compelling. Fuel, insurance, engine maintenance and disruption costs go down. Asset utilization goes up. In a tough aviation market, RNP provides a competitive edge.
   
   
   
   1. Lower Fuel Consumption: Because RNP shortens flight tracks and allows for Continuous Descent Approaches (CDAs) it saves fuel. Traditional procedures often involve unnecessarily long flight paths and utilize "dive and drive" descents which require higher thrust settings. RNP can be designed to take the most efficient course to the runway—day in and day out.
      
   2. Tax Credits: With heightened awareness of environmental concerns, some governments are offering financial incentives to go green. RNP fuel efficiency means lower emissions—which can mean environmental tax credits.
      
   3. Lower Insurance Premiums: Airline hull and liability insurance underwriters understand that RNP lowers risk which results in lower premiums for users.
      
   4. Lower Thrust, Lower Rates: By avoiding paths with onerous climb requirements RNP allows for lower thrust settings on take-off. These de-rates can be used to reduce engine power-by-the-hour maintenance rates.
      
   5. Reduced Variance: Traditional navigation procedures add uncertainty requiring longer block times to compensate for the outliers. RNP mitigates this, resulting in higher gate and aircraft utilization as well as increased on-time performance.
      
   6. Higher Crew, Gate and Aircraft Utilization: Crews, gates and aircraft are utilized at higher rates because of shorter more predictable block times.
      
      

Capacity Benefits

1. Fill Aircraft & Maximize Airspace: By carefully engineering flight paths to avoid obstacles aircraft can utilize their full payload potential. Thousands of flights and years of data show that RNP operations produce extremely consistent flight tracks. This precision combined with RNP crew alerting features gives confidence to reduce aircraft separation standards, thereby increasing the capacity of busy terminal environments around the world.
   
   
   
   1. Increased Payload Limits: RNP operations can raise payload limits—meaning more fuel, freight or passengers—by avoiding paths with onerous climb requirements.
      
   2. Assured Separation Equals Airspace Efficiency: Traditional navigation procedures and radar vectoring require large distances between aircraft in terminal environments. By utilizing RNP technology, which offers precision measured in meters, the airspace in busy metropolitan areas can be much more efficiently utilized.
      
      

Environmental Benefits

1. RNP is Easy on the Earth: Saving fuel means saving money, but it also means lower emissions and reduced fuel consumption — both crucial in a world with increased awareness of global warming and other environmental concerns.
   
   
   
   1. Lower Emissions: The combination of continuous descent approaches and shorter tracks built into RNP procedures can reduce emissions by thousands of tons per year per aircraft.
      
   2. Less Noise: Continuous Descent Approaches (CDAs) use lower, quieter thrust levels. Because of their precision and ability to curve, RNP paths can also be designed to avoid noise-sensitive areas.
      

Until next time stay 5x5, Mission Ready & Wired!

To learn more about ASIG's approach to aircraft modernization programs, virtual engineering services subscriptions or other products and services available from the Avionics & Systems Integration Group, please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us toll-free at 866.890.ASIG [2744].