ASIG Joins the Astroincs AES EmPower® Dealer Network

PRESS RELEASE

North Little Rock, AR: March 20, 2009 - Avionics & Systems Integration Group, LLC (ASIG), a leading provider of integrated solutions and certification services for the aviation, aerospace and defense market, today announced, effective immediately, a dealer agreement has been completed with Astronics AES (Advanced Electronics Systems) to represent the EmPower® 28vdc to 115vac In-Seat Power Supply (ISPS) and provide integration, installation, kit fabrication and front-line sales support. Recognized as a premiere third party independent systems integrator, ASIG provides high quality, sustainable, supportable and efficient products and services across the globe in sustainment and retrofit of aircraft and flight operations. The company now serves as a non-exclusive representative for the Astronics AES EmPower® system.

"Our new partnership with ASIG will be mutually beneficial," said Astronics AES Manager of Sales & Marketing, Mr. Jeff Kroeller. "Their extensive industry experience along with our industry leading EmPower® system offering will facilitate our steady growth in the in-seat power distribution market."

"The Astronics AES EmPower® system is an important addition to our product portfolio," said ASIG Managing Director, Luke Ribich "Our sales team is excited to distribute a product that delivers highly reliable, secure, and cost-effective in-seat power supply system solutions for use with passenger personal electronic device applications."

EmPower® In-Seat Power Supply systems are installed on over 114 airline and OEM customers and more than 240,000 seats. Astronics AES is the market leader in bringing power to passengers and airlines personnel - power to run laptops, entertainment equipment and other portable electronic devices as well as aircraft in-seat functions. With the expansive certification leadership and airline experience of ASIG’s management team; and, their comprehensive SEMPER planning and implementation process, the ASIG and Astronics AES pairing is well positioned to expand current installations of EmPower® system well beyond 1 Million in-seat emplacements.

About Astronics AES

Astronics Corporation is a trusted leader in innovative, high performance lighting and power management systems for the global aerospace industry; automated diagnostic test systems, training and simulation devices for the defense industry; and safety and survival equipment for airlines. Astronics’ strategy is to develop and maintain positions of technical leadership in its chosen aerospace and defense markets, and leverage those positions to grow at a rate greater than the industries it serves. Astronics Corporation, and its wholly-owned subsidiaries, Astronics Advanced Electronic Systems Corp., DME Corporation, and Luminescent Systems Inc., have a reputation for high quality designs, exceptional responsiveness, strong brand recognition and best-in-class manufacturing practices. The Company routinely posts news and other important information on its website at www.Astronics.com.

About ASIG

ASIG, independently owned and operated, performs integration engineering, certification & program management, PMA manufacturing of modifications installation kitting, structural components, switching matrices, wire and cable harness assemblies; and, performs installations in support of CNS/ATM and IFE/C-C equipment for aircraft & other air vehicles. Additionally, ASIG performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments. To learn more, please visit 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 or via email at info@asigllc.com. ### END OF RELEASE

Class 1 and 2 EFBs not Certifiable for use with Aircraft PSS or Lithium Batteries

Welcome to Wired!

Last month the FAA issued a policy memorandum providing additional guidance on the certification of Class 1 and 2 portable Electronic Flight Bags (EFBs). The memorandum cites a potential safety hazard in the use of EFBs with rechargeable lithium batteries, and requires that such systems meet minimum performance standards or that warning placards be added to prevent their connection to aircraft electrical power.

"An aircraft electrical power source may provide power to Class 1 and 2 EFB systems with lithium batteries. Lithium batteries and charging circuitry may be flammable under certain conditions and could cause an unsafe condition during flight operations," states the memorandum.

"In particular, lithium battery systems have the potential to pose a safety hazard when recharging. The aircraft electrical power source is not certified to mitigate unsafe conditions that occur when connected to portable equipment which contains lithium batteries and charging circuitry."

The memorandum requires that EFBs containing lithium batteries are tested to RTCA DO-311, "Minimum Operational Performance Standards for Rechargeable Lithium Battery Systems," which was intended to test permanently installed equipment.

EFBs that do not meet the standards are not eligible for connection to aircraft electrical power sources. FAA says a warning placard should be added as part of the supplemental type certification, defining what type of equipment can be connected to aircraft power. "The placard, must be legible, easy to see and as close as practical to the docking location(s)," the memorandum states.

So what does all this mean? Simply put, when considering power supply systems (PSS) for use with personal electronic devices (PEDs) it is necessary to ensure that your installation considers the operational ramifications and forward looking system scalability needs of your operations early in the design process to ensure that you customers, air/cabin crew and ground maintenance crew needs are being met. This will aid your organization in garnering the greatest return on the capital improvement dollars you invest in your aircraft modifications program. ASIG is experienced in the design and certification of PSS for use with PEDs, as well as other CNS/ATM & IFE upgrades and enhancements.

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 www.asigllc.com, via email at info@asigllc.com, or contact us toll-free at 866.890.ASIG [2744].

NextGen Governing Principles for Avionics Equipage

Welcome to Wired!

As the United States, and other world governments, face a deepening economic situation it is becoming more clear that both politicians and constituents must do all they can to improve their national and international air traffic infrastructures in order to maximize on each elements operational efficiencies. To that end, the aviation community has long been at work seeking to maximize the safety, efficiency and cleanliness of aircraft operation from flight origin to termination. As we have discussed previously in Wired, the United States' initiative is called NextGen, whereas the European initiative is designated SESAR. As usual we at ASIG will start this year's discussion by reviewing these global harmonization efforts. Going forward this year we will explore the methods and philosophies that contribute to ensuring the greatest path of acceptance across all sectors of constituents and what efficiencies exist that can help operators achieve the greatest return on their capital investment dollars.

NextGen will require investment by both the government and the private sector to be successful in delivering the desired National Air Space (NAS) performance improvements; and, towards contributing to both a technological and economic strengthening of the global economy. These investments will be largely in the areas of avionics technology, operational procedures and flight planning processes. And while lesser equipped aircraft will still be accommodated in the NAS, the FAA and private partners such as ASIG will be working to ensuring that a significant portion of the aircraft fleet is appropriately equipped to take advantage of NextGen infrastructure improvements, which is perhaps the most critical issue in achieving success. Change is necessary for a variety of reasons, and change seldom evolves without its detractors. The paramount of which is the cost to both aircraft operators and the FAA, in order to realize the NextGen benefits. But, with the enhancements offered by the installation of the equipment and technologies described in the FAA's NextGen roadmap, prices will fall as the industry base broadens. Therefore, private partners in this transformation process, such as ASIG, recognize that through partnership and proactive planning through processes like ASIG's SEMPER model. Those companies specializing in technology insertion and operational certifications, such as ASIG, have a responsibility to help its customer's internal program managers to build the strong business cases that is necessary for operators to equip their aircraft. By sharing the "map through the mine-field," we as an industry ensure that the challenges and proposed solutions are matured with the benefit of fulfilling the needs of each unique constituent in the cycle. Therefore, as we start 2009, we've decided pause to take a look back at the governing principles and technology that will improve the safety and experience we encounter when we fly, so that we can establish a good foundational underpinning for future discussions, where we will address the "How" questions.

Developmental Principles

The following high-level governing principles establish a foundation for an integrated avionics equipage strategy aimed at accelerating NextGen and SESAR operational capabilities in the 2012-2018 mid-term timeframe. These principles span possible operational, financial and regulatory actions, and will serve as the basis for future FAA, and international, decision-making, specific policy development activities, and engagement with industry stakeholders:

• Target equipage and associated capabilities to maximize operational benefits for the specific locations or airspace that require a higher performance level in order to elevate system performance and to satisfy demand.
  
  • Leverage and maximize the benefit of existing equipage.
    
  • Take advantage of normal maintenance cycles to minimize disruptions to operators when installing new equipment.
    
  • Leverage operational evaluations and other cooperative arrangements with industry to accelerate NextGen equipage.
    
• Consistent with safe and efficient operations, provide "best-equipped, best-served" priority in the NAS to early adopters.
  
• Minimize the business risk associated with early deployment of NextGen equipage, such as those resulting from application of initial certification standards; FAA may assume portions of that risk or otherwise incentivize operators.
  
• Target government provided financial incentives for new equipment toward aircraft that will meet evolving environmental requirements.
  
• Harmonize operations, performance requirements and avionics solutions globally to ensure maximum benefits to operators who fly internationally.
  

Supporting Technologies

Because of the volume of available detail concerning these emerging technologies, and to some degree the absence of operational maturity in them, we have limited the following expanse of them to those areas that are currently available, or, at a minimum, currently planned for implementation by 2018. To garner more specific information on these capabilities, we encourage our readers to review past issues of Wired, which are available online.

• Automatic Dependent Surveillance – Broadcast (ADS-B): Is a capability where aircraft are equipped to determine their own position automatically and to broadcast this information to interested listeners at regular time intervals. Recipients of the broadcast position information are other nearby aircraft and ground ATC systems.
  
• System Wide Information Management (SWIM): Is a NAS-wide information system that supports NextGen information and data delivery goals. SWIM will enable increased common situational awareness and improved NAS agility to deliver the right information to pilots and controllers at the right time – before issues occur.
  
• Enhanced Vision Systems (EVS): Is a technology designed to allow greater situational awareness through visual medium using advanced imaging technologies such as forward looking infrared, sonagraphic imaging and thermal visioning to name a few. EVS will allow aircraft to commit to flight operations and flight procedures beyond today's minimums and in inclement weather by giving pilots real-time visual data when their natural view is obstructed by weather, darkness or other traditional/nontraditional impediments.
  
• NextGen Network Enabled Weather (NNEW): Will serve as the infrastructure core of the NextGen aviation weather support services, providing access to a NAS-wide common weather picture. NNEW will identify, adapt and use standards for system-wide weather data formatting and access. A virtual 4-D Weather Data Cube with aviation weather information from multi-agency sources is being developed. The virtual 4-D Weather Data Cube provides improved aviation weather data which can be directly and commonly accessed by and integrated into user decision support tools. The virtual database will consolidate a vast array of ground-, airborne-, and space-based weather observations and forecasts. This will provide a single, national—eventually global—picture of the atmosphere, updated as needed in real-time.
  
• Airport Surface Detection Equipment – Mode X (ASDE-X): is a surveillance system using radar and satellite technology that allows air traffic controllers to track surface movement of aircraft and vehicles. ASDE-X enables air traffic controllers to detect potential runway, and taxiway, conflicts by providing detailed coverage of movement on runways and taxiways. By collecting data from a variety of sources, ASDE-X is able to track vehicles and aircraft on the airport movement area and obtain identification information from aircraft transponders.
  

In all, these and other TBD technologies and procedures will pave the way for a safer, more efficient, greener and a more user friendly air travel experience in the years and decades to come. Now, in 2009, is the time to start fleet planning exercises to ensure the timeliest NextGen/SESAR compliance readiness for aircraft and fleets. If your organization is interested in learning about ASIG's Systems Evolution/Modernization Planning, Execution & Realization (SEMPER) process; or, to learn ways to fiscally justify the up-front expense of these technologies, we encourage you to contact our modification project managers. In our next edition we will start evaluating how these capital improvement projects can be accomplished most efficiently, using available and scalable products and methodologies that will help your team to expedite the developmental and certification processes supporting these alterations.

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].

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].

International Considerations in STC Kit Export

Welcome to Wired!

One of the interesting things the management and staff of ASIG has noted over the last several months is that much of our kit manufacturing work is being requested from abroad. Specifically non-US clients are either required to (by airframe leases), or have made an intentional company decision, to seek-out and deploy United States FAA STC and FAA-PMA kitting in their aircraft. One of the export related questions our project managers and sales team are asked regularly is, "Are ASIG's U.S. STC's and FAA-PMA approved parts authorized for installation and operation in EASA registered and operated aircraft?"

The answer, as you would imagine, in not nearly as straight forward as one might hope. According to EASA Executive Director Decision 2007/003/C, dated July 16, 2007, on the acceptance of certification findings made by the Federal Aviation Administration of the United States under the Parts Manufacturing Approval of the FAA, in regards to the approval of the design of certain PMA parts:

"An approval is hereby issued by the agency to an organization under the regulatory oversight of the FAA for a part designed under its PMA system, provided:

1. The PMA part is not a "critical component." Typically, such components include parts for which a replacement time, inspection interval or related procedure is specified in the airworthiness limitations section of the manufacturer's maintenance manual or instructions for continued airworthiness. The statement, "This PMA part is not a critical component," should be written in Block 13 of FAA Form 8130-3; or, A critical component is a part identified as critical by the design approval holder during the validation process, or otherwise by the exporting authority;
   

   OR
   

2. "The PMA part conforms to design data obtained under a licensing agreement from the holder of the FAA design approval, according to 4 CFR § 21.303(c)(4) of the Federal Aviation Regulations The statement "Produced under licensing agreement from the FAA design approval holder" should be written in Block 13 of FAA Form 8130-3;
   

   OR
   

3. The PMA holder can show that the part has received an explicit approval by means of a design change or STC from the Agency or, when this approval was granted prior to 28 September 2003, from any of the National Aviation Authorities of the Members States of the European Union. The reference to this authorization should be written in Block 13 of the FAA Form 8130-3."
   

What does this mean to maintainers and operators of EASA registered aircraft? It means, that PMA parts will be subject to reciprocal acceptance between the United States FAA and those countries subject to EASA jurisdiction, provided that the FAA-PMA part is: not flight critical; may be flight critical but conforms to OEM standard and has been manufactured under license from the OEM; or, is approved for installation, operation and continued airworthiness via the issuance of a United States of America FAA Supplemental Type Certificate. In short, item "c" of EASA Executive Director Decision 2007/003/C provides European operators the confidence in knowing that FAA-PMA components and kitted materials may be installed in accordance within the requirements of EASA as long as the prevailing bilateral agreement governing these reciprocal agreements remains in effect.

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].

NextGen 301: Automatic Dependent Surveillance

Welcome to Wired!

Having discussed Performance-based Navigation and Satellite Based Augmentation Systems we've explored the technology and regulatory enhancements that air traffic control agencies are developing in order to moderate aircraft transitioning national and international airspace. It has quickly been proven that these changes to the regulatory environment when coupled with advanced navigation aid aloft that operators and controllers can achieve maximized utilization of what is already densely populated airspace. But what technology and methodologies exist to allow the greatest efficiency to the operators and controllers as they consume more and more airspace resources? Automatic Dependent Surveillance

Automatic Dependent Surveillance is a crucial component of the nation's Next-Generation Air Transportation System, and its implementation over the next 20 years will turn the NextGen vision into a reality. There are three classifications of Automatic Dependent Surveillance technology: Address (ADS-A); Broadcast (ADS-B); Contract (ADS-C). ADS-B is the prevailing component of this technology and has taken the early lead in forging the lead of this new technology.

Automatic Dependent Surveillance - Addressed (ADS-A) is a capability where aircraft are equipped to determine their own position automatically and to broadcast this information to specific addressees of listeners whether on the ground or aloft. The technology is good; however, its overall effectiveness is limited to those addresses specifically called-to by the ADS-A operator.

Automatic Dependent Surveillance - Broadcast (ADS-B) is a capability where aircraft are equipped to determine their own position automatically and to broadcast this information to interested listeners at regular time intervals. Recipients of the broadcast position information are other nearby aircraft and ground ATC systems.

Automatic Dependent Surveillance – Contract (ADS-C) is an operational precept that enforces the ground system to set up a contract(s) with individual aircraft such that the aircraft will automatically provide information obtained from its own on-board sensors, and pass this information to the ground system under specific circumstances dictated by the ground system (except in emergencies). Contracts are only initiated by the ground and cannot be modified by the pilot. These contracts are an electronic 'dynamic agreement' between the ground system and the aircraft. It is not (as one could think) a piece of paper that has some legal value.

Rulemaking Sidebar: RTCA DO-212 [Minimum Operational Performance Standard (MOPS) for Airborne ADS equipment] Compliance with this standard is recommended as one means of ensuring that the equipment will perform its intended functions satisfactorily under all conditions normally encountered in routine aeronautical operations.

As previously stated, the aircraft equipage taking the lead in this marketplace is ADS-B due to its broad based reporting of situational awareness data. With ADS-B, pilots, like their controllers counterparts, will see radar-like displays, on existing electronic flight instruments, with highly accurate traffic data from satellites. This data updates and displays traffic situational information in real time and don't degrade with distance or terrain. The system will also give pilots access to weather services, terrain maps and flight information services. The improved situational awareness means that pilots will be able to fly at safe distances from one another with less assistance from air traffic controllers.

The gains in safety, capacity, and efficiency as a result of moving to a satellite-based system will enable the FAA to meet the tremendous growth in air traffic predicted in coming decades. Because ADS-B is a flexible and expandable platform, it can change and grow with the evolving aviation system.

ADS-B Benefits

• Provides air-to-air surveillance capability.
• Provides surveillance to remote or inhospitable areas that do not currently have coverage with radar.
• Provides real-time traffic and aeronautical information in the cockpit.
• Allows for reduced separation and greater predictability in departure and arrival times.
  Supports common separation standards, both horizontal and vertical, for all classes of airspace.
• Improves ability of airlines to manage traffic and aircraft fleets.
• Improves ability of air traffic controllers to plan arrivals and departures far in advance.
• Reduces the cost of the infrastructure needed to operate the National Airspace System.

The United States FAA has issued an NPRM concerning the Avionics Equipage and is already deploying ADS-B field installations. The final rule and initial operating capabilities are planned for completion in Q2FY10. This leaves approximately 18 months from the date of this posting for aircraft owners and operators to evaluate potential solutions suitable for their aircraft and fleets.ASIG is currently supporting numerous ADS-B projects for a variety of aircraft and operators.

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

To learn more about ASIG's approach to aircraft modernization programs or the 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 direct at 866.890.ASIG [2744].

NextGen 201: Performance-based Navigation

Welcome to Wired!

As we discussed in the NextGen 101, the future of National Air Space, specifically Air Traffic Control, is drastically changing. We discussed the benefit of Satellite Based Augmentation Systems (SBAS) in terms of performance and shared an insight into the technology, standards and governing agencies. In this edition of Wired we will take a look at how SBAS and other technologies are a component of Performance-based Navigation and how these technologies yield operational improvements that directly affect operational safety and fiscal exposure to the operator.

Required Navigation Performance (RNP) and Area Navigation (RNAV) are keen aspects of any airspace modernization program. There are currently 209 RNAV SIDS and STARS and 22 RNP approaches published in the United States alone. The RNAV and RNP procedures create more airways into and out-of otherwise congested airports. Performance-based navigation is proved to save fuel, relieve congestion and reduce delays at many airports both domestic and international. RNP approaches take advantage of onboard flight management computers and/or systems computational capabilities to affect precise navigation, including guidance for precise curved flight paths such as Constant Radius Arc (RF) legs, to direct the aircraft through difficult and specified flight corridors during both the arduous transitional phases before and after arrival/departure, and during less demanding enroute phase of flight. ASIG is a technology leader in the development of integrated flight decks capable of sustained RNAV and RNP flight operations. Our STCs feature both integration architecture and equipage capable of precise navigation to RNP 0.3 standards without the benefit of extra-sensory IRU and DME/DME input.

Looking forward, WAAS-enabled systems will provide additional enhanced RNP capabilities. Improved crew alerting, Course Deviation Indication (CDI) scaling, and display output provide the operational approval path for the Federal Aviation Administration to develop RNP approaches into numerous airports such as Palm Springs, Long Beach, Orange County, Sun Valley and Washington, DC.

PRNAV in the European performance-based navigation standard. ASIG is keeping abreast of these developments and ensuring that our integrated flight decks continue to provide the precise guidance and alerting necessary to support future performance-based navigation flight paths and truly global dispatch ability. At ASIG, we are committed to the advancement of navigation systems that allow our clients to bridge international boundaries thereby benefiting the aviation community worldwide, the flying public and operator bottom-lines which will benefit the consumer through competition in the marketplace.

In our next edition of Wired we will expand on the modern age of navigational aids by looking at Automatic Dependent Surveillance - Broadcast (ADS-B) by looking at the operational benefits and FAA program objectives of ADS-B. We'll also start to generalize about the implementation schedule for these exciting NextGen technologies.

Until next time stay 5x5, Mission Ready & Wired!
To learn more about ASIG's approach to aircraft modernization programs or the 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 direct at 866.890.ASIG [2744].