Avionics News June 2018 - 16

THE VIEW FROM WASHINGTON
Continued from page 15

integration view.
A headline once read: "The helicopter is certified for
single-pilot instrument flight rules operations. It is also
the first helicopter certified with a four-axis autopilot,
a unique ability that allows for steep approaches in
zero-visibility conditions."
No, that wasn't a headline from the recent Uber
Elevate Summit; nope, not from Heli-Expo. Actually,
it was a headline from nearly four decades ago. In
1979, the U.S. Coast Guard awarded a contract to
Airbus for the new HH-65 helicopter as a replacement
for the older Sikorsky HH-52 (S-62). The HH-65 is a
derivative of the AS365 Dauphin, but incorporates new
engines and modern avionics. At the time, the HH-65
autopilot was remarkable because it would fly an entire
mission: It would fly to a predetermined destination;
initiate and fly a number of selected search patterns;
and return to base. While uberAIR talks about the
need for an advanced flight management system to fly
automatically (and in the future, autonomously) from
skyport to skyport - it sounds like the next evolution
of a 40-year-old technology.
From a safety perspective, Noel Duerksen gave
an excellent presentation demonstrating the latest
generation of automated flight envelope protection
systems as part of a presentation on the next-generation
simplified cockpit operations. In 2010, Cirrus Aircraft
introduced its Garmin-based Electronic Stability and
Protection as an innovative technology that address
both "prevention" and "recovery." ESP corrects unusual
flight attitudes as well as recognizes and helps correct
excessive pitch attitude, roll attitude or airspeed.
We have been utilizing many of the "advanced"
flight management system functions for decades. The
one last element seems to be an advanced, integrated,
autothrottle function. Again, the commercial use of
this new technology was first introduced more than
six decades ago in 1956. Admittedly, the 1956 systems
were basic; however, the current flight management
systems and FADEC are quite advanced. Combine the
functionality of an advanced FADEC with the safety
enhancements of ESP and the fatality rate of general
aviation accidents should decline dramatically.
16

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june

2018

What is new? The integration of these systems,
where the next generation of the flight management
system will integrate all of these features and add
remote flight planning, programming and automation.
What was my takeaway from the Uber Elevate
Summit?
First, you must separate the operations plan and the
skyports (heliports) from the aircraft. When everything
is presented together, it is overwhelming. When
looking at each piece of the project independently,
the aircraft is simply a next-generation vehicle. In
my humble opinion, with or without uberAIR, the
next-generation aircraft will have unbound intracity
opportunities.
The next-generation aircraft will be the evolution of
technologies. There was nothing in the presentations
that led me to believe there was any new revolutionary
technology being introduced, but rather the functions
necessary for this aircraft to fly seemed to be the
next evolutionary step in technologies that we are
experienced with today - albeit highly integrated,
highly automated, and without the safety net of the
human pilot. If avionics and electronics maintenance
is critical today, the criticality will be exponentially
higher tomorrow.
The most-interesting element of the technology
is the pace of change. Where former generational
changes could be often measured in decades, many of
the current advancements can be measured in years, if
not months. It will be critical for the avionics industry
to keep pace with the knowledge, skills and abilities
dictated by the advancements of these technologies.
The most-interesting element of the uberAIR
presentation? It is not proposing to compete with an
already established aircraft operation. The operational
proposal is a new application for aircraft - an
intracity operation that was contemplated in the past
utilizing helicopters. But because of the high cost
and high noise, it was abandoned years ago. It is the
advancement of the distributed electric propulsion
aircraft that is facilitating the development of the
electric VTOL aircraft.
If this seems a bit like an episode of The Jetsons, I
agree. However, the eVTOL aircraft doesn't collapse
into my briefcase with the push of a button - at least
not yet! q



Table of Contents for the Digital Edition of Avionics News June 2018

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